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@ARTICLE{葛红霞2005,
  author = {葛红霞, 祝会兵, 戴世强},
  title = {智能交通系统的元胞自动机交通流模型},
  journal = {物理学报},
  year = {2005},
  volume = {54},
  pages = {4621-4626},
  number = {10}
}

@ARTICLE{Addison1998,
  author = {Paul S. Addison and David J. Low},
  title = {A novel nonlinear car-following model},
  journal = {Chaos: An Interdisciplinary Journal of Nonlinear Science},
  year = {1998},
  volume = {8},
  pages = {791-799},
  number = {4},
  doi = {10.1063/1.166364},
  keywords = {road traffic; nonlinear dynamical systems; chaos; nonlinear differential
	equations; numerical analysis},
  owner = {wf},
  publisher = {AIP},
  timestamp = {2010.09.17}
}

@INPROCEEDINGS{Ahmed1996,
  author = {Ahmed, K. and Moshe, E. and Koutsopoulos, H. and Mishalani, R.},
  title = {Models of freeway lane changing and gap acceptance behavior},
  booktitle = {Internaional symposium on transportation and traffic theory},
  year = {1996},
  citeulike-article-id = {2606422},
  citeulike-linkout-0 = {http://citeseer.ifi.unizh.ch/contextsummary/1996655/0},
  keywords = {bibtex-import, etr},
  owner = {wf},
  posted-at = {2008-03-28 13:40:43},
  priority = {2},
  timestamp = {2010.09.20}
}

@PHDTHESIS{Ahmed1999,
  author = {Ahmed, Kazi Iftekhar},
  title = {Modeling drivers' acceleration and lane changing behavior},
  school = {Massachusetts Institute of Technology},
  year = {1999},
  type = {0800391},
  address = {MA,United States},
  abstract = {This thesis contributes to the development of microscopic traffic
	performance models which includes the acceleration and lane changing
	models. It enhances the existing models and develops new ones. Another
	major contribution of this thesis is the empirical work, i.e., estimating
	the models using statistically rigorous methods and microscopic data
	collected from real traffic. The acceleration model defines two regimes
	of traffic flow: the car-following regime and the free-flow regime.
	In the car-following regime, a driver is assumed to follow his/her
	leader, while in the free-flow regime, a driver is assumed to try
	to attain his/her desired speed. A probabilistic model, that is based
	on a time headway threshold, is used to determine the regime the
	driver belongs to. Heterogeneity across drivers is captured through
	the headway threshold and reaction time distributions. The parameters
	of the car-following and free-flow acceleration models along with
	the headway threshold and reaction time distributions are jointly
	estimated using the maximum likelihood estimation method. The lane
	changing decision process is modeled as a sequence of three steps:
	decision to consider a lane change, choice of a target lane, and
	gap acceptance. Since acceptable gaps are hard to find in a heavily
	congested traffic, a forced merging model that captures forced lane
	changing behavior and courtesy yielding is developed. A discrete
	choice model framework is used to model the impact of the surrounding
	traffic environment and lane configuration on drivers' lane changing
	decision process. The models are estimated using actual traffic data
	collected from Interstate 93 at the Central Artery, located in downtown
	Boston, MA, USA. In addition to assessing the model parameters from
	statistical and behavioral standpoints, the models are statistical
	and behavioral standpoints, the models are validated using a microscopic
	traffic simulator. Overall, the empirical results are encouraging,
	and demonstrate the effectiveness of the modeling framework. (Copies
	available exclusively from MIT Libraries, Rm. 14-0551, Cambridge,
	MA 02139-4307. Ph. 617-253-5668; Fax 617-253-1690.)},
  keywords = {Civil engineering Transportation},
  university = {Massachusetts Institute of Technology}
}

@ARTICLE{Aldana2003,
  author = {Aldana, Maximino and Huepe, Cristián},
  title = {Phase Transitions in Self-Driven Many-Particle Systems and Related
	Non-Equilibrium Models: A Network Approach},
  journal = {Journal of Statistical Physics},
  year = {2003},
  volume = {112},
  pages = {135-153},
  number = {1},
  abstract = {We investigate the conditions that produce a phase transition from
	an ordered to a disordered state in a family of models of two-dimensional
	elements with a ferromagnetic-like interaction. This family is defined
	to contain under the same framework, among others, the XY-model and
	the Self-Driven Particles Model introduced by Vicsek et al. Each
	model is distinguished only by the rules that determine the set of
	elements with which each element interacts. We propose a new member
	of the family: the vectorial network model, in which a given fraction
	of the elements interact through direct random connections. This
	model is analogous to an XY-system on a network, and as such can
	be of interest for a wide range of problems. It captures the main
	aspects of the interaction dynamics that produce the phase transition
	in other models of the family. The network approach allows us to
	show analytically the existence of a phase transition in this vectorial
	network model, and to compute its relevant parameters for the case
	in which all elements are randomly connected. Finally we study numerically
	the conditions required for a phase transition to exist for different
	members of the family. Our results show that a qualitatively equivalent
	phase transition appears whenever even a small amount of long-range
	interactions are present (or built over time), regardless of other
	equilibrium or non-equilibrium properties of the system.}
}

@MISC{Allen2000,
  author = {Allen, R. W. and Fancher, P. S. and Levison, W. H. and Machey, J.
	and Mourant, R. R. and Schnell, T. and Srinivasan, R.},
  title = {SIMULATION AND MEASUREMENT OF DRIVER AND VEHICLE PERFORMANCE},
  year = {2000},
  abstract = {This paper gives a brief review of the state of the art and future
	potential in technical areas of interest to the Transportation Research
	Board Committee on Simulation and Measurement of Driver and Vehicle
	Performance. These technical areas are associated with vehicles and
	vehicle operators and include simulation, modeling, measurement,
	and instrumentation. This paper summarizes various technological
	applications, future trends, and related cost savings as society
	moves into the 21st century.},
  keywords = {Automobile driving simulators Computer models Computer simulation
	Costs Driving simulators Future Instrumentation Measurement Measuring
	Simulation Transportation Research Board Vehicle performance},
  pages = {7 p.},
  publisher = {Transportation Research Board}
}

@PHDTHESIS{Aronsson2006,
  author = {Aronsson, K.},
  title = {Speed characteristics of urban streets based on driver behaviour
	studies and simulation},
  year = {2006},
  type = {C829891},
  abstract = {The objective of the study was to gain in-depth knowledge of speed
	relationships for urban streets. The speed characteristics were examined
	using a number of methods for data collection. Throughout the research,
	a special focus was placed on capturing the influence on driver speed
	of interactions with pedestrians, cyclists and other road users,
	called side-friction events in this study. First, driver behaviour
	and travel time data was collected from field and driving simulator
	studies for a range of street types and traffic conditions. The collected
	data was used to calibrate a microscopic traffic simulation model.
	Production runs with this model were performed for various traffic
	conditions. Second, aggregated speed data was collected at the link
	level, i.e. the macro level, for three street types. In combination
	with street site variables, speed and flow data was analysed using
	multiple regression techniques with space mean speed as dependent
	variable. This analysis was also performed for average travel speed
	data produced by microscopic traffic simulation. Two central results
	were attained and utilized for the model development: (1) In-depth
	knowledge of which factors influence speed choice on urban street
	links with minor intersections, on a micro and macro level. (2) A
	comprehensive research methodology for study of speed characteristics
	on urban streets in which the knowledge gained at the micro and macro
	level was applied. Results from the micro study showed that Average
	number of crossing pedestrians and Traffic flow had significant impact
	on average travel speed (R 2 =0.91). Results from the macro study
	performed for three street types showed that Street function and
	Number of lanes also had a high degree of explanation (R 2 close
	to 0.70). The variables Separated bicycle lane, Roadside parking
	permitted and Number of minor intersections per 1 km were significant
	for some of the street types modelled in the macro study. The variables
	Ratio of through vehicles and Gender of the driver were also investigated
	and were found not to influence space-mean speed. The macro study
	demonstrated that speed choice and driver behaviour were consistent
	for each street type investigated regardless of city type and population
	size. The speed-flow relationships of the micro model for an urban
	street type showed good agreement with the macro model for traffic
	flows in the upper range. In conclusion, the research effort showed
	that the included side-friction variables added explanatory value
	to the estimation of speed, and thus can enhance the knowledge of
	traffic impacts of different urban street designs.},
  keywords = {Automotive engineering Transportation planning Urban planning},
  university = {Kungliga Tekniska Hogskolan (Sweden)}
}

@INPROCEEDINGS{Balas2006,
  author = {Balas, V.E. and Balas, M.M.},
  title = {Driver Assisting by Inverse Time to Collision},
  booktitle = {Automation Congress, 2006. WAC '06. World},
  year = {2006},
  pages = {1-6},
  month = {July},
  doi = {10.1109/WAC.2006.376059},
  keywords = {collision risk;driver assistance;highway traffic;inverse time to collision;accident
	prevention;driver information systems;},
  owner = {wf},
  timestamp = {2011.03.05}
}

@ARTICLE{Bando1995,
  author = {Bando, M. and Hasebe, K. and Nakayama, A. and Shibata, A. and Sugiyama,
	Y.},
  title = {Dynamical model of traffic congestion and numerical simulation},
  journal = {Phys. Rev. E},
  year = {1995},
  volume = {51},
  pages = {1035--1042},
  number = {2},
  month = {Feb},
  doi = {10.1103/PhysRevE.51.1035},
  numpages = {7},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2010.09.17}
}

@MISC{Bao2008,
  author = {Bao, Shan and Boyle, Linda Ng},
  title = {Driver Performance at Two-Way Stop-Controlled Intersections on Divided
	Highways},
  year = {2008},
  abstract = {The goal of this study is to examine differences in driving performance
	at rural expressway intersections with respect to age (younger, middle-aged,
	and older) and intersection (high- and low-crash area). Such intersections
	occur where a median-divided highway meets a two-lane, stop-controlled
	minor road. One intersection was identified as a high-crash area
	with horizontal curves; the other one was a low-crash area with no
	curves. All participants were asked to perform three driving maneuvers
	(i.e., going straight across, making a left and a right turn) from
	the two-lane minor roads. Age and intersection differences immediately
	before entering and within these intersections were examined. Sixty
	drivers participated in the study and were divided evenly between
	the younger (18 to 25), middle-aged (35 to 55), and older (65 to
	80) groups. Data for each participant were collected from an on-road
	study in an instrumented vehicle. Results showed that both older
	and younger drivers were likely to run stop signs and less likely
	to yield at medians when compared with middle-aged drivers. The effect
	of age difference on driving performance before intersection entry
	was consistent with previous studies. Middle-aged drivers approached
	the high-crash intersection with significantly less brake pedal differential
	time and were less likely to run stop signs compared with actions
	by drivers in other age groups. Higher traffic volume and more complicated
	road geometry at the high-crash intersection may be factors contributing
	to the differences observed.},
  isbn = {9780309113410},
  keywords = {Age groups Divided highways Driver performance Drivers Dual carriageways
	Dual highways Geometric design Motor vehicle operators Rural areas
	Traffic volume Two-way stop control},
  pages = {pp 26-32},
  publisher = {Transportation Research Board}
}

@MISC{Barr2005,
  author = {Barr, Lawrence C. and Yang, C. Y. David and Hanowski, Richard J.
	and Olson, Rebecca L.},
  title = {Assessment of Driver Fatigue, Distraction, and Performance in a Naturalistic
	Setting},
  year = {2005},
  abstract = {The results of a study to characterize episodes of driver fatigue
	and drowsiness and to assess the impact of driver fatigue on driving
	performance are documented. This data-mining effort performed additional
	analyses on data collected in an earlier study by the Federal Motor
	Carrier Safety Administration of the effects of fatigue on drivers
	in local and short-haul operations. The primary objectives of the
	study were to investigate fatigue as a naturally occurring phenomenon
	by identifying and characterizing episodes of drowsiness during all
	periods of driving and to determine the operational or driving environment
	factors associated with drowsy driving. A total of 2,745 drowsy events
	were identified in approximately 900 total hours of naturalistic
	driving video data. Higher levels of fatigue were associated with
	younger and less experienced drivers. In addition, a strong and consistent
	relationship was found between drowsiness and time of day. Drowsiness
	was twice as likely to occur between 6:00 a.m. and 9:00 a.m., and
	approximately 30% of all observed incidences of drowsiness occurred
	within the first hour of the work shift. Insights about the relationship
	between driver fatigue and driver distraction and inattention are
	provided. This study presents an analytical framework for quantitatively
	assessing driver fatigue and drowsiness as a function of driver characteristics
	and the driving environment. It is hoped that the results will help
	to identify effective countermeasures for drowsy driving that will
	reduce the number of commercial-vehicle-related fatalities and injuries.},
  isbn = {0309094119},
  keywords = {Age Distraction Driver characteristics Driver experience Driving environments
	Driving performance Drowsiness Fatigue (Biology) Fatigue (Physiological
	condition) Periods of the day Time of day Truck drivers Video data},
  pages = {pp 51-60},
  publisher = {Transportation Research Board}
}

@INBOOK{Bazzan1999,
  pages = {696-696},
  title = {Agents in Traffic Modelling — From Reactive to Social Behaviour},
  year = {1999},
  author = {Bazzan, Ana and Wahle, Joachim and Klügl, Franziska},
  abstract = {In modern societies the demand for mobility is increasing daily. One
	challenge to researchers dealing with transportation is to find efficient
	ways to model and predict traffic flow, even if the behaviour of
	people in traffic is not a trivial problem. The social nature of
	traffic (e.g. coordinated decisions) seems to be a key question,
	not well explored. We aim at creating a model of drivers as social
	agents, thus allowing their behaviour to be predicted and considered
	in the simulation. This may, on its turn, improve the accuracy of
	the existing Advanced Travel Information Systems (ATIS).}
}

@ARTICLE{Bellomo2002,
  author = {Bellomo, N. and Marasco, A. and Romano, A.},
  title = {From the modelling of driver's behavior to hydrodynamic models and
	problems of traffic flow},
  journal = {Nonlinear Analysis: Real World Applications},
  year = {2002},
  volume = {3},
  pages = {339-363},
  number = {3},
  keywords = {Nonlinear hydrodynamics Traffic models Nonlinear sciences Evolution
	equations}
}

@CONFERENCE{Ben-AkivaM.2006,
  author = {Ben-Akiva M., Choudhury C. and Toledo, T.},
  title = {Lane-changing Models},
  booktitle = {2nd International Symposium of Transport Simulation},
  year = {2006},
  owner = {wf},
  timestamp = {2010.09.20}
}

@PHDTHESIS{Blana2001,
  author = {Blana, E.},
  title = {The behavioural validation of driving simulators as research tools:
	a case study based on the Leeds Driving Simulator (BL)},
  year = {2001},
  type = {U132311},
  abstract = {The objectives of this thesis was to provide researchers with a scientifically-based
	guide for interpreting driver behaviour results obtained on a fixed-base
	driving simulator and to provide guidance on how the Leeds Advanced
	Driving Simulator (LADS) could be modified to overcome any deficiencies
	that were detected. However, objectives of any simulator validation
	study are directly related to the specific driving task under investigation,
	our ability to perform a similar task in the field (for the comparison
	of the results between the two environments) and the existing configuration/capabilities
	of the simulator.To achieve the objectives of this study, driver
	behaviour was investigated at the control level under different road
	geometry band oncoming traffic conditions using the LADS. Speed and
	lateral displacement in terms of mean and standard deviation were
	chosen to represent driver behaviour. They were measured under free-flowing
	conditions on a rural A road. The objectives of the study were fulfilled
	by comparing observational uncontrolled real road data with experimental
	simulator data and by evaluating the differences between the two
	environments using the absolute and relative validity criteria. It
	was found that LADS is relatively valid in terms of speed and lateral
	position. It was also found that higher speeds are developed in the
	simulator where speed is not confined by the road geometry and simulator
	subjects drive significantly closer to the edge of the road compared
	to their real road counterparts irrespective of the road geometry
	and the oncoming traffic conditions.The face validity of the simulator
	was examined using subjective data obtained from questionnaires relative
	to the realism and ease of controlling the simulator. Subjects commented
	that the least realistic features of the simulator were the braking
	and steering systems. Subjects were classified to "good" and "poor"
	according to their responses regarding the simulator face validity.
	It was found that "good" subjects behave slightly better compared
	to "poor" subjects when driving the simulator.},
  keywords = {Civil engineering},
  university = {University of Leeds (United Kingdom)}
}

@ARTICLE{Bonzani2000,
  author = {Bonzani, I.},
  title = {Hydrodynamic models of traffic flow: Drivers' behaviour and nonlinear
	diffusion},
  journal = {Mathematical and Computer Modelling},
  year = {2000},
  volume = {31},
  pages = {1-8},
  number = {6-7},
  abstract = {This paper deals with scalar hydrodynamic models of traffic flow on
	roads. The equivalence between models with diffusion and models with
	a driver is analyzed, putting in evidence equivalences and contradictions.
	A new model is proposed in order to refine the modelling of the driver's
	behaviour.},
  keywords = {Nonlinear hydrodynamics Traffic models Nonlinear sciences Evolution
	equations}
}

@PHDTHESIS{Bottomley1991,
  author = {Bottomley, David Mark},
  title = {OBSERVED AND REPORTED DRIVER BEHAVIOUR AT JUNCTIONS: IMPLICATIONS
	FOR DRIVER TRAINING. (VOLUMES I AND II)},
  year = {1991},
  type = {DX96701},
  abstract = {Available from UMI in association with The British Library. An observation
	study gathered basic information about actual driver behaviour at
	junctions. The progress of over 3600 vehicles at four junctions of
	differing styles was recorded and analysed with the aid of a timebase
	video facility. It was found that approximately 7% of all drivers
	were involved in some form of near-miss for which evasive action
	was necessary. In addition to basic descriptive information, inferential
	statistical techniques were used to identify factors contributing
	to near-miss incidents in addition to signalling, tracking and approach
	speed behaviours. The information derived from this first study was
	used, in conjunction with that obtained from group discussions, to
	develop a questionnaire. Using a postal distribution technique, the
	questionnaire was distributed to a random sample of British full
	driving license obtained from the records of the Driver and Vehicle
	Licensing Authority. An additional sample was obtained from the Thames
	Valley Police accident records at Milton Keynes to ensure that a
	suitably-sized accident-involved sample was available for analysis.
	Respondents were asked to provide details of the most recent accident,
	if any, which they had been involved in. Just over half of the 740
	respondents to the questionnaire reported such accidents, and the
	information provided was used to establish factors implicated in
	accident-involvement, and particularly accident culpability, at junctions.
	In addition to sex and exposure factors, it was found that self-descriptive
	metavariables were the most effective at predicting aspects of involvement
	in accidents at junctions. In particular, those deemed to be accident-liable
	were more likely to describe themselves as self-centred and ill-mannered.
	Other metavariables, particularly those recording the subjective
	riskiness of various manoeuvres, were also found to be useful discriminators
	between various sub-groups of accident-involved drivers. It was discovered
	that those drivers initially trained by a qualified instructor were
	more likely to respond in similar ways to accident-involved drivers.
	In contrast, those who had taken some form of advanced tuition were
	more likely to report more considerate, attentive traits. (Abstract
	shortened by UMI.)},
  keywords = {Occupational psychology Transportation Vocational education},
  university = {Cranfield University (United Kingdom)}
}

@ARTICLE{Brackstone1999,
  author = {Brackstone, M. and McDonald, M. and Sultan, B.},
  title = {Dynamic Behavioral Data Collection Using an Instrumented Vehicle},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {1999},
  volume = {1689},
  pages = {9--16},
  number = {-1},
  month = jan,
  abstract = {A significant problem that has become increasingly apparent in the
	development of models of driver behavior over the last few years
	is the absence of reliable data with which simulated processes, such
	as car following, may be compared. Obtaining such data, and the associated
	increase in model validity that this would allow, is clearly becoming
	of greater importance since a reliable baseline is required against
	which improvements in traffic flow and safety produced by many advanced
	transport telematics systems can be judged. One source of such data
	is an instrumented vehicle; a vehicle equipped with relative distance-
	and speed-measuring sensors that may be deployed in the traffic stream
	to collect data that are realistic, accurate, and dynamic. The opportunities
	for data collection afforded by instrumented vehicles are examined,
	in particular, the construction and testing of a new facility fitted
	with an optical speedometer, a radar rangefinder (capable of measuring
	the distance to, and relative speed of, the next vehicle in the traffic
	stream), and forward- and rear-looking video camera. Examples are
	given of the use of the vehicle in several current research projects,
	the operational strategies for which will be presented and discussed
	along with output. These include experiments on close-following,
	lane-changing, and the perception of relative speed. In conclusion,
	future areas of research and development are examined.},
  owner = {wf},
  timestamp = {2010.11.11},
  url = {http://dx.doi.org/10.3141/1689-02}
}

@MISC{Brown2000,
  author = {Brown, T. L. and Lee, J. D. and McGehee, D. V.},
  title = {ATTENTION-BASED MODEL OF DRIVER PERFORMANCE IN REAR-END COLLISIONS},
  year = {2000},
  abstract = {Several driver-performance factors contribute to rear-end collisions--driver
	inattention, perception-reaction time, and limitations of the human
	visual system. Although many evaluations have examined driver response
	to various rear-end collision avoidance systems (RECAS) display and
	algorithm alternatives, little research has been directed at creating
	a quantitative model of driver performance to evaluate these alternatives.
	Current considerations of driver behavior in developing warning algorithms
	tend to ignore the fundamental problem of driver inattention and
	assume a fixed driver reaction time with no further adjustment after
	the initial response. A more refined model of driver response to
	rear-end crash scenarios can identify more appropriate and timely
	information to be displayed to the driver. An attention-based rear-end
	collision avoidance model (ARCAM) is introduced that describes the
	driver's attention distribution, information extraction and judgment
	process, and the reaction process. ARCAM predicts the closed-loop
	nature of collision response performance and explains how the driver
	might use RECAS warnings.},
  isbn = {0309067278},
  keywords = {Algorithms Alternatives analysis Attention Collision avoidance systems
	Comparison studies Display systems Drivers Information display systems
	Motor vehicle operators Perception Performance Reaction time Rear
	end collisions Trade off analysis Vision},
  pages = {p. 14-20},
  publisher = {Transportation Research Board}
}

@ARTICLE{Cassidy1999,
  author = {Cassidy, Michael J. and Bertini, Robert L.},
  title = {Some traffic features at freeway bottlenecks},
  journal = {Transportation Research Part B: Methodological},
  year = {1999},
  volume = {33},
  pages = {25-42},
  number = {1},
  abstract = {Observations from two freeway bottlenecks in and near Toronto, Canada
	indicate that the average rate vehicles discharge from a queue can
	be 10% lower than the flow measured prior to the queue's formation.
	Absent any influences from downstream, the queue discharge flows
	exhibited nearly stationary patterns that alternated between higher
	and lower rates. These alternating flow patterns were especially
	evident at one of the two sites, although the feature occurred at
	both sites during periods that immediately followed the onset of
	upstream queueing; i.e. a queue's formation was always accompanied
	by a relatively low discharge rate followed later by a temporary
	surge in the discharge flow. When plotted cumulatively over time,
	however, the counts of discharging vehicles generally did not deviate
	by more than about 50 vehicles from a trend line of constant slope.
	Thus, the discharge flows are described as being [`]nearly' constant;
	i.e. they varied (slightly) about a fixed rate. At each site, this
	average discharge rate exhibited little deviation from day to day.
	The present findings came by visually comparing transformed curves
	of cumulative vehicle arrival number vs time and cumulative occupancy
	vs time measured at neighboring loop detectors. This treatment of
	the data provided clear presentations of some important traffic features
	and this facilitated a detailed study of bottleneck flows.},
  keywords = {Freeway capacity Freeway bottleneck}
}

@ARTICLE{Chandler1958,
  author = {Chandler, Robert E. and Herman, Robert and Montroll, Elliott W.},
  title = {Traffic Dynamics: Studies in Car Following},
  journal = {Operations Research},
  year = {1958},
  volume = {6},
  pages = {pp. 165-184},
  number = {2},
  abstract = {The manner in which vehicles follow each other on a highway (without
	passing) and the propagation disturbances down a line of vehicles
	has been investigated. Experimental data is presented which indicates
	that the acceleration at time t of a car which is attempting to follow
	a leader is proportional to the difference in velocity of the two
	cars at a time (t-Δ), Δ being about 1.5 sec and the proportionality
	constant being about 0.37 sec<sup>-1</sup>. It is shown theoretically
	that the motion of a long line of vehicles becomes unstable when
	the product of the lag time and the proportionality constant exceeds
	one-half. The experimental data implies that driving is done on the
	verge of instability. A variety of other laws of following is analyzed
	theoretically.},
  copyright = {Copyright © 1958 INFORMS},
  issn = {0030364X},
  jstor_articletype = {research-article},
  jstor_formatteddate = {Mar. - Apr., 1958},
  language = {English},
  owner = {wf},
  publisher = {INFORMS},
  timestamp = {2010.09.16}
}

@ARTICLE{Chen2001,
  author = {Chen, Liang-Kuang and Ulsoy, A. Galip},
  title = {Identification of a Driver Steering Model, and Model Uncertainty,
	From Driving Simulator Data},
  journal = {Journal of Dynamic Systems, Measurement, and Control},
  year = {2001},
  volume = {123},
  pages = {623-629},
  number = {4},
  keywords = {road vehicles simulation safety systems modelling uncertainty handling
	control engineering}
}

@ARTICLE{Cho2002,
  author = {Cho, Hsun-Jung and Lo, Shih-Ching},
  title = {Modeling self-consistent multi-class dynamic traffic flow},
  journal = {Physica A: Statistical Mechanics and its Applications},
  year = {2002},
  volume = {312},
  pages = {342-362},
  number = {3-4},
  abstract = {In this study, we present a systematic self-consistent multiclass
	multilane traffic model derived from the vehicular Boltzmann equation
	and the traffic dispersion model. The multilane domain is considered
	as a two-dimensional space and the interaction among vehicles in
	the domain is described by a dispersion model. The reason we consider
	a multilane domain as a two-dimensional space is that the driving
	behavior of road users may not be restricted by lanes, especially
	motorcyclists. The dispersion model, which is a nonlinear Poisson
	equation, is derived from the car-following theory and the equilibrium
	assumption. Under the concept that all kinds of users share the finite
	section, the density is distributed on a road by the dispersion model.
	In addition, the dynamic evolution of the traffic flow is determined
	by the systematic gas-kinetic model derived from the Boltzmann equation.
	Multiplying Boltzmann equation by the zeroth, first- and second-order
	moment functions, integrating both side of the equation and using
	chain rules, we can derive continuity, motion and variance equation,
	respectively. However, the second-order moment function, which is
	the square of the individual velocity, is employed by previous researches
	does not have physical meaning in traffic flow. Although the second-order
	expansion results in the velocity variance equation, additional terms
	may be generated. The velocity variance equation we propose is derived
	from multiplying Boltzmann equation by the individual velocity variance.
	It modifies the previous model and presents a new gas-kinetic traffic
	flow model. By coupling the gas-kinetic model and the dispersion
	model, a self-consistent system is presented.},
  keywords = {Boltzmann equation Poisson equation Macroscopic traffic equations
	Multiclass traffic flow Multilane traffic flow}
}

@ARTICLE{Cleveland1979,
  author = {William S. Cleveland},
  title = {Robust Locally Weighted Regression and Smoothing Scatterplots},
  journal = {Journal of the American Statistical Association},
  year = {1979},
  volume = {74},
  pages = {829-836},
  owner = {Administrator},
  timestamp = {2011.01.06}
}

@ARTICLE{Colombo2002,
  author = {Colombo, Rinaldo M.},
  title = {Hyperbolic Phase Transitions in Traffic Flow},
  journal = {SIAM Journal on Applied Mathematics},
  year = {2002},
  volume = {63},
  pages = {708-721},
  number = {2},
  abstract = {This paper provides a mathematical model of the phenomenon of phase
	transitions in traffic flow. The model consists of a scalar conservation
	law coupled with a 2 x 2 system of conservation laws. The coupling
	is achieved via a free boundary, where the phase transition takes
	place. For this model, the Riemann problem is stated and globally
	solved. The Cauchy problem is proved to admit a solution defined
	globally in time without any assumption about the smallness of the
	initial data or the number of phase boundaries. Qualitative properties
	of real traffic flow are shown to agree with properties of the solutions
	of the model.}
}

@ARTICLE{Daganzo2002,
  author = {Daganzo, Carlos F.},
  title = {A behavioral theory of multi-lane traffic flow. Part I: Long homogeneous
	freeway sections},
  journal = {Transportation Research Part B: Methodological},
  year = {2002},
  volume = {36},
  pages = {131-158},
  number = {2},
  abstract = {This paper proposes a macroscopic behavioral theory of traffic dynamics
	for homogeneous, multi-lane freeways. The theory makes predictions
	for separate groups of lanes while recognizing that the traffic stream
	is usually composed of aggressive and timid drivers. Its principles
	are so simple that non-scientist drivers can understand them. The
	simplest version of the theory, which is described in its full complexity
	without calculus, is shown to be qualitatively consistent with experimental
	observations, including the most puzzling. Its predictions agree
	with the following phenomena: (i) the [`]reversed lambda' pattern
	frequently observed in scatter-plots of flow versus occupancy and
	the lane-specific evolution of the data points with time, including
	the [`]hysteresis' phenomenon, (ii) the lane-specific patterns in
	the time series of speed (and flow) in both queued and unqueued traffic,
	and (iii) the peculiar ways in which disturbances of various types
	propagate across detector stations. The latter effects include the
	evolution of both, stoppages and transitions between the queued and
	unqueued traffic regimes. The simple model is specified by means
	of eight observable parameters. The paper gives a recipe for solving
	any well-posed problem with this model and does so in sufficient
	detail to allow the development of computer models. A few approaches
	and possible generalizations are suggested. Part II of this paper,
	devoted to freeway sections near on-ramps, will attempt to explain
	in more detail than previously attempted how queuing begins at merges.},
  keywords = {Traffic dynamics Driver psychology Lane-changing Unexplained traffic
	phenomena}
}

@ARTICLE{Daganzo2002a,
  author = {Daganzo, Carlos F.},
  title = {A behavioral theory of multi-lane traffic flow. Part II: Merges and
	the onset of congestion},
  journal = {Transportation Research Part B: Methodological},
  year = {2002},
  volume = {36},
  pages = {159-169},
  number = {2},
  abstract = {This paper examines the behavior of multi-lane freeway traffic past
	on-ramps, building on the continuum model of part I and focusing
	on the onset of congestion. The main complication is that rabbits
	(fast vehicles) entering from an on-ramp usually stay on the shoulder
	lane(s) of the freeway for some distance before merging into the
	fast lane(s). An idealization is proposed, where this distance is
	taken to be the same for all vehicles. As a result, the system behaves
	as if there was a fixed buffer zone downstream of the on-ramp where
	entering rabbits cannot change lanes. The model of part I is extended
	to capture the peculiarities of traffic within such a buffer zone,
	including its two end-points: the "entrance" and the "merge". The
	onset of congestion is described by means of waves. The paper shows
	that this highly idealized model (and its more realistic cousins)
	explains qualitatively all the puzzling facts discussed in part I
	without introducing obviously unreasonable phenomena. A typical sequence
	of events during the onset of congestion is predicted to be as follows:
	(i) increased on-ramp flows and the ensuing merging maneuvers into
	the median (passing) lane generate a (fast-moving) queue at the merge
	that grows on the median lane(s) of the buffer; (ii) when the speed
	in this queue drops below the level on the shoulder lanes, a 1-pipe
	queue forms at the merge, which then grows upstream across all lanes;
	(iii) if the front of this queue moves slowly forward, as per the
	model of part I, then the lane-flows at the merge would be at "capacity"
	from then on (with roughly the same speed across all lanes) but downstream
	of the front there would be a "discharge state" with less total flow.
	Therefore, an observer downstream of the merge would see this discharge
	state before the capacity state, and would record a drop in flow
	followed by a recovery. If the front of the queue would move slowly
	backward, then the sequence of events following (ii) is somewhat
	different.}
}

@ARTICLE{Daganzo1995,
  author = {Daganzo, Carlos F.},
  title = {A finite difference approximation of the kinematic wave model of
	traffic flow},
  journal = {Transportation Research Part B: Methodological},
  year = {1995},
  volume = {29},
  pages = {261-276},
  number = {4},
  abstract = {This article shows that if the kinematic wave model of freeway traffic
	flow in its general form is approximated by a particular type of
	finite difference equation, the finite difference results converge
	to the kinematic wave solution despite the existence of shocks in
	the latter. This result, which applies to initial and boundary condition
	problems with and without discontinuous data, is shown not to hold
	for other commonly used finite difference schemes. In the proposed
	approximation, the flow between two neighboring lattice points is
	the minimum of the two values returned by: 1. (a) a "sending" function
	evaluated at the density prevailing at the upstream lattice point
	and2. (b) a "receiving" function evaluated at the downstream lattice
	point. The sending and receiving functions correspond to the increasing
	and decreasing branches of the freeway's flow-density curve. The
	article presents an asymptotic formula for the errors introduced
	by the proposed finite difference approximation and describes quantitatively
	the finite difference's shock-capturing behavior. Errors are shown
	to be approximately proportional to the mesh spacing with a coefficient
	of proportionality that depends on the wave speed, on its rate of
	change with density, and on the slope and curvature of the initial
	density profile. The asymptotic errors are smaller than those of
	Lax's first-order, centered difference method which is also convergent.
	More importantly though, the proposed procedure never yields negative
	flows, and this makes it attractive in practical engineering applications
	when the mesh cannot be made arbitrarily small.}
}

@ARTICLE{Daganzo1995a,
  author = {Daganzo, Carlos F.},
  title = {Requiem for second-order fluid approximations of traffic flow},
  journal = {Transportation Research Part B: Methodological},
  year = {1995},
  volume = {29},
  pages = {277-286},
  number = {4},
  abstract = {Although the "first order" continuum theory of highway traffic proposed
	by Lighthill and Whitham (1955) and Richards (1956)--the LWR model--can
	predict some things rather well, it is also known to have some deficiencies.
	In an attempt to correct some of these, "higher order" theories have
	been proposed starting in the early 70s. Unfortunately, the usefulness
	of these improvements can be questioned. This note describes the
	logical flaws in the arguments that have been advanced to derive
	higher order continuum models, and shows that the proposed high order
	modifications lead to a fundamentally flawed model structure. The
	modifications can actually make things worse. As an illustration
	of this, it is shown that any continuum model of traffic flow that
	smooths out all discontinuities in density will predict negative
	flows and negative speeds (i.e., "wrong way travel") under certain
	conditions. Such unreasonable predictions are made by all existing
	models formulated as a quasilinear system of partial differential
	equations in speed, density, and (sometimes) other variables but
	not by the LWR model. The note discusses the available empirical
	evidence and ends with a (hopefully positive) commentary on what
	can be accomplished with first-order models.}
}

@ARTICLE{Dagli2003,
  author = {Dagli, I. and Reichardt, D.},
  title = {Motivation-based approach to behavior prediction},
  journal = {Iv'2002: Ieee Intelligent Vehicle Symposium,, Pts 1 and 2, Proceedings},
  year = {2003},
  pages = {227-233},
  note = {Times Cited: 0 IEEE Intelligent Vehicle Symposium Jun 17-21, 2002
	Versailles, france},
  abstract = {The design of advanced driver assistance systems always aims at enabling
	the driver to master today's traffic in a more safe and comfortable
	way. For future assistance systems, the assisting system must be
	aware of the current overall traffic situation. In order to judge
	the risks in a situation, the assistance system must be able to predict
	the behavior of the traffic participants around Taking into account
	all possible future situations for the next few seconds is, a task
	which quickly produces a complexity that can hardly be handled. Taking
	the human driver as a role model for its software-counterpart, we
	propose a new concept which aims at modeling anticipation by taking
	the motivations of drivers as a basis. Starting with a set of motivations
	typical for highway traffic, for example the navigation motivation
	of taking an exit or of changing lanes to keep a constant speed,
	concrete situation specific goals are derived. A planning component
	generates the possible and fulfillable plans for all vehicles in
	the scenario with respect to the set of goals. Then, the observed
	actions of the vehicles around are compared to these plans in order
	to derive a plausibility for the underlying intentions. Eventually,
	prediction is performed for plausible behaviors of vehicles, which
	are always based on a motivation that can be taken as an explanation
	for it. First results are shown in simulation for highway exit scenarios.
	In the situations shown, a prediction for an upcoming lane change
	of a vehicle can be made just by the knowledge of pre-defined motivations
	and the observation of a sequence of actions.}
}

@PHDTHESIS{Dumbuya2003,
  author = {Dumbuya, A. D.},
  title = {Visual perception modelling for intelligent virtual driver agents
	in synthetic driving simulation. (BL: DXN065744)},
  year = {2003},
  type = {U168842},
  abstract = {This thesis documents new research into the modelling of driver vision
	and the integration of a new vision model into a microscopic traffic
	simulation tool.  It is proposed and demonstrated that modelling
	of driver vision enhances the realism of simulated driver decision-making
	and behaviour, in turn, leading to improved simulation of driver
	interactions and traffic flow. Driving and traffic research has traditionally
	fallen into the three distinct areas of driver psychology, traffic
	and highway engineering and vehicle dynamics, with modelling or experimentation
	in any of these areas supported by significant approximation in the
	others.  In contrast to this, the vision research discussed here
	has been carried out in a context that aims to integrate all of these
	areas equally.  This has been realised through the implementation
	of a new modelling environment, Synthetic Driving SIMulation, SD-SIM. 
	Within SD-SIM, the driver vision model augments a previously developed
	model for driver decision-making through the visual detection of
	other vehicles and perception of their behaviour.  This removes the
	gross approximation, found in other contemporary microscopic driving
	simulation frameworks, of 'perfect vision' where drivers simply share
	data concerning vehicle positions and speeds. The novelty of the
	approach in SD-SIM is that it provides an opportunity to model intelligent
	virtual drivers that are capable of perceiving their own environment,
	making decisions based on what they 'see' and taking appropriate
	actions.  This allows proactive and reactive interactions between
	driver agents, reducing the need to be prescriptive in modelling
	driving scenarios.  Furthermore, SD-SIM contributes to the understanding
	of traffic interactions through the examination of alternative traffic
	scenarios or "what if" analyses to obtain quantitative estimates
	of driver behaviour and its consequences.  SD-SIM has been validated
	through comparison with real-life driving experiments in addition
	to the development of a case study based on real-life accident data. 
	The experimental evaluation measures the performance of virtual driver
	behaviour and the case study provides functional evaluation to assess
	scenario modelling and quantitative estimates of driver behaviour.},
  keywords = {Civil engineering},
  university = {Loughborough University (United Kingdom)}
}

@ARTICLE{Efron1979,
  author = {Efron, B.},
  title = {Bootstrap Methods: Another Look at the Jackknife},
  journal = {The Annals of Statistics},
  year = {1979},
  volume = {7},
  pages = {pp. 1-26},
  number = {1},
  __markedentry = {[Administrator]},
  abstract = {We discuss the following problem: given a random sample X = (X1, X2,
	⋯, Xn) from an unknown probability distribution F, estimate the sampling
	distribution of some prespecified random variable R(X, F), on the
	basis of the observed data x. (Standard jackknife theory gives an
	approximate mean and variance in the case R(X, F) = θ(F̂) - θ(F),
	θ some parameter of interest.) A general method, called the "bootstrap,"
	is introduced, and shown to work satisfactorily on a variety of estimation
	problems. The jackknife is shown to be a linear approximation method
	for the bootstrap. The exposition proceeds by a series of examples:
	variance of the sample median, error rates in a linear discriminant
	analysis, ratio estimation, estimating regression parameters, etc.},
  copyright = {Copyright © 1979 Institute of Mathematical Statistics},
  issn = {00905364},
  jstor_articletype = {research-article},
  jstor_formatteddate = {Jan., 1979},
  language = {English},
  owner = {Administrator},
  publisher = {Institute of Mathematical Statistics},
  timestamp = {2011.03.02}
}

@PHDTHESIS{Ehsani1999,
  author = {Ehsani, Saed M.},
  title = {A driver model with supervision aspects},
  year = {1999},
  type = {NQ42821},
  abstract = {In an Intelligent Transport System, for a vehicle which follows a
	path without the presence of a human driver, the control law development
	requires the modeling of the human driver behavior. A driver behavior
	are classified in three different levels: Control, Supervision, and
	Definition. (1) Control level is the lowest level with the responsibility
	of reaching the desired speed and maintaining the vehicle on the
	path. This level models driver compensatory reactions. (2) Some of
	the driver intelligent activities which play a role in the modeling
	of the driver behavior are realized at the Supervision level. This
	level is placed above the control level and it defines and modifies
	the control level desired values. (3) The itinerary, road geometric
	limits and speed limits are defined at the Definition level. In this
	thesis the focus is on the control law developments for the control
	level, which requires an analysis on the kinematics and dynamics
	of ground vehicles. The research has been carried out in three steps
	which resulted in three publications given in appendices A, B and
	C. The first step consists in developing a control law based on a
	dynamic model of car-like mobile robots. The controllability of omnidirectional
	mobile robots has been vastly studied before. Taking advantage of
	these studies, the kinematic differences between these two mobile
	robot families have been pointed out. Input/Output Feedback linearization
	(I/OFL) method has been used to develop the first control law commanding
	a car-like robot speed and its instantaneous curvature. In the second
	step, the objective is to complete the vehicle lateral control. But,
	the I/OFL cannot be realized for the Cartesian coordinates of any
	point attached to the vehicle main body, however it is possible for
	a point attached to the front steerable tire. Similar to the first
	step, the nonlinear dynamic model has been used for the controller
	design. Conventionally, the control of robots is based on inputs
	of desired trajectories, which are functions of time. The approach
	is not a convenient choice for the structure of our control level.
	Hence, in the third step, the lateral control law has been developed
	using a geometric lateral-offset as the system input instead of the
	conventional desired trajectories. This input removes the time dependence
	of lateral inputs and the vehicle speed control becomes independent
	from the vehicle lateral control. As a result, the supervision level
	can modify the control level inputs (desired values) which is an
	essential element for the integration of the driver intelligent activities
	at the supervision level.},
  keywords = {Mechanical engineering Automotive materials Artificial intelligence
	Transportation},
  university = {Ecole Polytechnique, Montreal (Canada)}
}

@ARTICLE{Eisenblaetter1998,
  author = {Eisenblätter, B. and Santen, L. and Schadschneider, A. and Schreckenberg,
	M.},
  title = {Jamming transition in a cellular automaton model for traffic flow},
  journal = {Physical Review E},
  year = {1998},
  volume = {57},
  pages = {1309},
  number = {Copyright (C) 2009 The American Physical Society},
  note = {PRE}
}

@MISC{Fambro2000,
  author = {Fambro, D. B. and Koppa, R. J. and Picha, D. L. and Fitzpatrick,
	K.},
  title = {DRIVER BRAKING PERFORMANCE IN STOPPING SIGHT DISTANCE SITUATIONS},
  year = {2000},
  abstract = {Assumed driver braking performance in emergency situations is not
	consistent in the published literature. A 1955 study stated that
	in an emergency situation "it is suspected that drivers apply their
	brakes as hard as possible." This idea differs from a 1984 report
	that states drivers will "modulate" their braking to maintain directional
	control. Thus, additional information is needed about driver braking
	performance when an unexpected object is in the roadway. In this
	research driver braking distances and decelerations to both unexpected
	and anticipated stops were measured. The study design allowed for
	differences in vehicle handling and driver capabilities associated
	with antilock braking systems (ABS), wet and dry pavement conditions,
	and the effects of roadway geometry. Vehicle speeds, braking distances,
	and deceleration profiles were determined for each braking maneuver.
	The research results show that ABS result in shorter braking distances
	by as much as 30 m at 90 km/h. These differences were most noticeable
	on wet pavements where ABS resulted in better control and shorter
	braking distances. Braking distances on horizontal curves were slightly
	longer than on tangent sections; however, they were not large enough
	to be of practical significance. Maximum deceleration during braking
	is independent of initial velocity, at least in the range of speeds
	tested. Differences were noted in individual driver performance in
	terms of maximum deceleration. Although maximum deceleration was
	equal to the pavement's coefficient of friction for some drivers,
	the average maximum deceleration was about 75% of that level. Overall,
	drivers generated maximum decelerations from 6.9 to 9.1 m/sq s. The
	equivalent constant deceleration also varied among drivers. Based
	on the 90-km/h data, 90% of all drivers without ABS chose equivalent
	constant decelerations of at least 3.4 m/sq s under wet conditions,
	and 90% of all drivers with ABS chose equivalent constant deceleration
	of at least 4.7 m/sq s on dry pavements.},
  isbn = {0309066808},
  keywords = {ABS Antilock brake systems Brake efficiency Braking performance Deceleration
	Dry weather Geometric design Highway design Horizontal curves Human
	subject testing Road design Speed Stopping sight distance Vehicle
	stopping time Wet weather},
  pages = {p. 9-16},
  publisher = {Transportation Research Board}
}

@MISC{Fancher1998,
  author = {Fancher, P. S. and Bareket, Z.},
  title = {EVOLVING MODEL FOR STUDYING DRIVER-VEHICLE SYSTEM PERFORMANCE IN
	LONGITUDINAL CONTROL OF HEADWAY},
  year = {1998},
  abstract = {A model for studying and evaluating the performance of drivers in
	controlling headway situations is currently being used to better
	understand how a driver's perception of headway range and its rate
	of change in time (range rate) influence the performance of the driver-vehicle
	system in freeway driving situations. The model is based upon ideas
	derived from vehicle dynamics, control theory, and human factors
	research. It is an interpretive model in the sense that results obtained
	during real driving are processed to evaluate the parameter values
	and functional relationships used in the model. In this way, the
	model evolves as new data and information become available and as
	calculated results are interpreted and understood.},
  isbn = {0309065038},
  keywords = {Driver modeling Driver performance Drivers Headways Longitudinal control
	Longitudinal guidance Motor vehicle operators Personnel performance},
  pages = {p. 13-19},
  publisher = {Transportation Research Board}
}

@ARTICLE{Farzaneh2006,
  author = {Farzaneh, Mohamadreza and Rakha, Hesham, Ahmed},
  title = {Impact of Differences in Driver-Desired Speed on Steady-State Traffic
	Stream Behavior},
  journal = {Transportation Research Record},
  year = {2006},
  volume = {1965},
  pages = {142-151},
  number = {1965},
  abstract = {This paper analyzes steady-state behavior of car-following models
	within state-of-the-practice commercial traffic simulation software.
	Car-following models are classified on the basis of their uncongested
	regime steady-state behavior into two categories. Apart from the
	INTEGRATION software that uses the Van Aerde car-following model,
	the research demonstrates that all state-of-the-practice traffic
	simulation software assumes a constant desired speed that is insensitive
	to the flow level within the uncongested regime. The paper then quantifies
	the effect of speed variability, as a common approach to model driver
	differences with respect to desired speed, on steady-state traffic
	stream behavior. The paper not only demonstrates that speed variability
	has a significant impact on the speed at capacity but also develops
	procedures for calibrating the steady-state relationship while accounting
	for the effects of speed variability. Finally, the effectiveness
	and validity of the proposed procedure are demonstrated with an example.},
  issn = {0309099749},
  keywords = {Car following, Car following models, Drivers, Highway capacity, Motor
	vehicle operators, Software, Speed, Speed variability, State of the
	practice, Steady state, Traffic capacity, Traffic flow, Traffic simulation,
	Traffic speed, Traffic stream},
  owner = {wf},
  publisher = {Transportation Research Board},
  timestamp = {2010.09.21}
}

@INPROCEEDINGS{Foote1965,
  author = {Foote, R.S},
  title = {Single lane traffic flow control},
  booktitle = {Proceedings of the Second International Symposium on the Theory of
	Road Traffic Flow},
  year = {1965},
  pages = {84-103},
  address = {London, England},
  owner = {wf},
  timestamp = {2010.09.21}
}

@ARTICLE{Forbes1963,
  author = {Forbes, T.W},
  title = {Human factor consideration in traffic flow theory},
  journal = {Highway Research Record},
  year = {1963},
  volume = {15},
  pages = {60-66},
  owner = {wf},
  timestamp = {2010.09.21}
}

@MISC{Forbes1974,
  author = {Forbes, T. W. and Schmidt, F. L. and Nolan, R. O. and Vanosdall,
	F. E.},
  title = {DRIVER PERFORMANCE MEASUREMENT RESEARCH},
  year = {1974},
  abstract = {A summary is given of a method developed to measure driver performance.
	The procedure developed involved the use of specially trained observer-raters
	with backgrounds in driver education, traffic and psychology to observe
	drivers in actual traffic situations. Two observer-raters rode with
	each subject and rated his or her performance in 3 successive runs
	on a standardized course. Six behavioral environmental traffic situational
	sequences (BETSS), representative of urban, suburban and freeway
	traffic, were developed. Ratings were on the suitability or unsuitability
	(tendency to reduce or increase hazard) of the driver's behavior.
	Qualitative and quantitative results were obtained. The driver performance
	measurement procedure showed high inter-and intra-observer agreement,
	reliability and content validity.},
  keywords = {Behavior Behaviour Behind the wheel instruction Driver performance
	Driver training Drivers Human behavior Life tests Measurement Measuring
	Methodologies Methodology Motor vehicle operators Performance tests
	Personnel performance Qualitative analysis Quantitative analysis
	Ratings Task analysis Traffic engineers},
  pages = {p. 16-17},
  publisher = {Transportation Research Board}
}

@ARTICLE{Fuller2005,
  author = {Fuller, Ray},
  title = {Towards a general theory of driver behaviour},
  journal = {Accident Analysis \& Prevention},
  year = {2005},
  volume = {37},
  pages = {461-472},
  number = {3},
  abstract = {Taylor [Taylor, D.H., 1964. Drivers' galvanic skin response and the
	risk of accident. Ergonomics 7, 439-451] argued that drivers attempt
	to maintain a constant level of anxiety when driving which Wilde
	[Wilde, G.J.S., 1982. The theory of risk homeostasis: implications
	for safety and health. Risk Anal. 2, 209-225] interpreted to be coupled
	to subjective estimates of the probability of collision. This theoretical
	paper argues that what drivers attempt to maintain is a level of
	task difficulty. Näätänen and Summala [Näätänen, R., Summala, H.,
	1976. Road User Behaviour and Traffic Accidents. North Holland/Elsevier,
	Amsterdam, New York] similarly rejected the concept of statistical
	risk as a determinant of driver behaviour, but in so doing fell back
	on the learning process to generate a largely automatised selection
	of appropriate safety margins. However it is argued here that driver
	behaviour cannot be acquired and executed principally in such S-R
	terms. The concept of task difficulty is elaborated within the framework
	of the task-capability interface (TCI) model, which describes the
	dynamic interaction between the determinants of task demand and driver
	capability. It is this interaction which produces different levels
	of task difficulty. Implications of the model are discussed regarding
	variation in performance, resource allocation, hierarchical decision-making
	and the interdependence of demand and capability. Task difficulty
	homeostasis is proposed as a key sub-goal in driving and speed choice
	is argued to be the primary solution to the problem of keeping task
	difficulty within selected boundaries. The relationship between task
	difficulty and mental workload and calibration is clarified. Evidence
	is cited in support of the TCI model, which clearly distinguishes
	task difficulty from estimates of statistical risk. However, contrary
	to expectation, ratings of perceived risk depart from ratings of
	statistical risk but track difficulty ratings almost perfectly. It
	now appears that feelings of risk may inform driver decision making,
	as Taylor originally suggested, but not in terms of risk of collision,
	but rather in terms of task difficulty. Finally risk homeostasis
	is presented as a special case of task difficulty homeostasis.},
  keywords = {Driving behaviour Driver capability Task demand Task-capability interface
	Mental effort Risk perception}
}

@ARTICLE{Gazis1959,
  author = {Gazis, Denos C. and Herman, Robert and Potts, Renfrey B.},
  title = {Car-Following Theory of Steady-State Traffic Flow},
  journal = {OPERATIONS RESEARCH},
  year = {1959},
  volume = {7},
  pages = {499-505},
  number = {4},
  abstract = {The steady-state flow is examined for a car-following model in which
	the acceleration at time t of a car attempting to follow a lead car
	is proportional to the relative velocity at a time t - {Delta} and
	in which the sensitivity {lambda} is no longer taken constant as
	in previous work but is inversely proportional to the car spacing.
	The characteristics of the steady-state flow for this model are described
	and compared with experimental data.},
  doi = {10.1287/opre.7.4.499},
  eprint = {http://or.journal.informs.org/cgi/reprint/7/4/499.pdf},
  owner = {wf},
  timestamp = {2010.09.16}
}

@ARTICLE{Gazis1961,
  author = {Gazis, Denos C. and Herman, Robert and Rothery, Richard W.},
  title = {Nonlinear Follow-the-Leader Models of Traffic Flow},
  journal = {OPERATIONS RESEARCH},
  year = {1961},
  volume = {9},
  pages = {545-567},
  number = {4},
  abstract = {A variety of nonlinear follow-the-leader models of traffic flow are
	discussed in the light of available observational and experimental
	data. Emphasis is placed on steady-state flow equations. Some trends
	regarding the advantages of certain follow-the-leader functionals
	over others are established. However, it is found from extensive
	correlation studies that more data are needed before one can establish
	the unequivocal superiority of one particular model. A discussion
	is given of some ideas concerning the possible reasons for the existence
	of a bimodal flow versus concentration curve especially for multilane
	highways.},
  doi = {10.1287/opre.9.4.545},
  eprint = {http://or.journal.informs.org/cgi/reprint/9/4/545.pdf},
  owner = {wf},
  timestamp = {2010.09.16}
}

@ARTICLE{Gipps1981,
  author = {Gipps, P.G.},
  title = {A behavioural car-following model for computer simulation},
  journal = {Transportation Research Part B: Methodological},
  year = {1981},
  volume = {15},
  pages = {105-111},
  number = {2},
  month = {April}
}

@ARTICLE{Gipps1986,
  author = {P. G. Gipps},
  title = {A model for the structure of lane-changing decisions},
  journal = {Transportation Research Part B: Methodological},
  year = {1986},
  volume = {20},
  pages = {403 - 414},
  number = {5},
  abstract = {A structure is proposed to connect the decisions which a driver has
	to make before changing lanes. The model is intended to cover the
	urban driving situation, where traffic signals, obstructions and
	heavy vehicles all exert an influence. The structure is designed
	to ensure that the vehicles in traffic simulations behave logically
	when confronted with situations commonly encountered in real traffic.
	The specific mathematical expression of the questions embedded in
	the decision process and employed in the present implementation of
	the model are not critical and can be replaced by alternatives, but
	the heirarchy of the decisions is crucial. On the basis of experience
	to date, the lane changing model produces a realistic simulation
	of driver behaviour and has proved very robust under a wide range
	of conditions.},
  doi = {DOI: 10.1016/0191-2615(86)90012-3},
  issn = {0191-2615},
  owner = {wf},
  timestamp = {2010.09.20}
}

@BOOK{Greene2000,
  title = {Econometric Analysis},
  publisher = {Prentice Hall},
  year = {2000},
  author = {Greene, W H},
  volume = {97},
  number = {Book, Whole},
  pages = {1-1004},
  address = {New Jersey, USA},
  edition = {6},
  abstractnote = {Computation and Optimization.The Classical Multiple Linear Regression
	Model - Specification andEstimation. Inference and Prediction. Functional
	Form, Nonlinearity, and Specification. Large Sample Results and Alternative
	Estimators forthe Classical Regression Model. Nonlinear Regression
	Models. Nonspherical Disturbances, Generalized Regression and GMM
	Autocorrelated Disturbances. Models for PanelData. Systems of Regression
	Equations. Simultaneous Equations Models. Regressions with Lagged
	Variables. Time-Series Models. Models withDiscrete Dependent Variables.
	Limited Dependent Variable and DurationModels.},
  journal = {Econometric Analysis}
}

@ARTICLE{Gurusinghe2002,
  author = {Gurusinghe, Gemunu and Nakatsuji, Takashi and Azuta, Yoichi and Ranjitkar,
	Prakash and Tanaboriboon, Yordphol},
  title = {Multiple Car-Following Data with Real-Time Kinematic Global Positioning
	System},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2002},
  volume = {1802},
  pages = {166--180},
  number = {-1},
  month = jan,
  abstract = {The real-time kinematic differential Global Positioning System (GPS)
	has facilitated a new horizon in traffic engineering. Multiple car-following
	experiments conducted with a real-time kinematic GPS with 10 vehicles
	participating in a probing field gave high-quality results in headway,
	speed, relative speed, and acceleration. The expected accuracies
	for measuring position and speed were 10 mm and 0.16 km/h, respectively.
	The vehicles were driven in a loop consisting of two parallel straight
	sections connected by two semicircular curves. Different driving
	conditions were induced in the platoon by instructing the leading
	driver to follow predetermined speed variations. The experiments
	yielded sets of continuous observations. Headway, speed, and acceleration
	were measured using conventional equipment for the purpose of comparing
	accuracy. The accuracy of the data obtained using the GPS was superior
	to that of the same data obtained using conventional measurements.
	The variation in driving characteristics down the stream of vehicles
	was studied using the experimental data. The results showed that
	the reaction time between a change in relative speed and the corresponding
	change in acceleration varies during the driving process. The reaction
	time of individual drivers also changes along the platoon. The good-quality
	data were able to give high-resolution plots of acceleration and
	relative speed illustrating that both the reaction time and the functional
	relationship between acceleration and relative speed do not remain
	constant.},
  owner = {wf},
  timestamp = {2010.11.16},
  url = {http://dx.doi.org/10.3141/1802-19}
}

@ARTICLE{H.B.ZHU2007,
  author = {H. B. ZHU, H. X. GE, S. Q. DAI},
  title = {A New Cellular Automaton Model for Traffic Flow with Different Probability
	for Drivers},
  journal = {International Journal of Modern Physics C},
  year = {2007},
  volume = {18},
  pages = {773-782},
  number = {5}
}

@INPROCEEDINGS{Halati1997,
  author = {Halati, A and Lieu, H and Walker, S},
  title = {CORSIM - Corridor Traffic Simulation Model},
  booktitle = {Traffic Congestion and Traffic Safety in the 21st Century: Challenges,
	Innovations, and Opportunities},
  year = {1997},
  pages = {570-576},
  owner = {wf},
  timestamp = {2010.09.20}
}

@PHDTHESIS{Hamdar2009a,
  author = {Hamdar, S.},
  title = {Modeling driver behavior as a stochastic hazard-based risk-taking
	process},
  school = {Northwestern University},
  year = {2009},
  address = {IL,United States},
  abstract = {Acceleration models are at the core of operational driving behaviors,
	and include car-following models which capture interactions between
	a lead and following vehicles. The main assumption in these models
	is that the behavior of the following vehicle is directly related
	to a stimulus observed/perceived by the driver, defined relative
	to the lead vehicle. In addition to the operational aspect, lane
	changing models capture the tactical side of driving. Most lane changing
	models have followed a deterministic rule-based framework where changing
	lanes is directly related to the desirability of such maneuver, its
	necessity and its possibility/safety. An important aspect heretofore
	missing from previous formulations pertains to the stochastic and
	possibly unsafe character of the cognitive processes followed by
	drivers, such as perception, judgment and execution while driving.
	Recognizing the limitations of existing microscopic traffic models,
	the objective of this research is to advance the state of knowledge
	in modeling driver behavior processes and the state of the art of
	microscopic traffic simulation by incorporating cognitive dimensions
	of the driver task, including risk-perception and risk-taking behaviors.
	This representation is intended to capture driver behavior in complex
	environments such as those associated with congested conditions,
	accident-prone situations and extreme regimes. Addressing the above
	objective is accomplished by introducing a tactical lane-changing
	and an operational car-following model that reflects the psychological
	and cognitive aspects of 4 the driving process and captures risk
	taking behavior under uncertainty. In the car-following model, Prospect
	Theory provides a theoretical and operational basis to represent
	how drivers weigh different alternatives. In the lane-changing model,
	a hazard-based framework is introduced; driving is a continuous story
	divided into different experienced episodes. Each episode is terminated
	probabilistically based on the surrounding traffic conditions as
	well as the drivers' characteristics. After implementing and testing
	the resulting microscopic model, it was found that anticipation,
	anisotropy and the duration of a driving experience have significant
	influence on drivers' behaviour. Promising results have been found
	especially in terms of stochastic equilibrium and congestion formation.
	Accidents can be generated as an inherent output of the model dynamics
	and no artificial constraints are needed to prevent them.},
  keywords = {Civil engineering},
  university = {Northwestern University}
}

@PHDTHESIS{Hamdar2004,
  author = {Hamdar, Samer Hani},
  title = {Towards modeling driver behavior under extreme conditions},
  school = {University of Maryland, College Park},
  year = {2004},
  address = {MD,United States},
  abstract = {The purpose of this study is to investigate the representation of
	driver behavior under extreme conditions, towards development of
	a micro-simulation modeling framework of traffic flow to support
	evaluation of management strategies and measures in emergency situations.
	To accomplish this objective, particular attention is given to understanding
	and representing so-called "panic behavior" of individuals and how
	this behavior may be translated into driver actions. Related background
	from psychology and sociology is examined to provide proper framing
	and a better understanding of the manifestation and implications
	of panic for driver behavior. Following a systematic review and synthesis
	of previous traffic models, and an assessment of their suitability
	and limitations vis a vis representation of driver behavior under
	extreme conditions, a model is selected as a starting point for modification
	towards the micro-simulation of traffic flow under such conditions.
	The model is based on Gipps' (1981) Car-Following Model, which is
	combined with a simple representation of the lane changing process.
	(Abstract shortened by UMI.)},
  keywords = {Civil engineering},
  university = {University of Maryland, College Park}
}

@INBOOK{Hamdar2009,
  pages = {65-84},
  title = {Colliding Particles: Beyond Accident-Free Car Following Models},
  year = {2009},
  author = {Hamdar, Samer H. and Mahmassani, Hani S.},
  abstract = {This paper explores specifications of microscopic traffic models that
	could capture congestion dynamics and model accident-prone behaviors
	on a highway section in greater realism than models currently used
	in practice. A comparative assessment of several major acceleration
	models is conducted, especially in regards to congestion formation
	and incident modeling. Based on this assessment, alternative specifications
	for a car-following/lane changing model are developed and implemented
	in a microscopic simulation framework. The models are calibrated
	and compared in terms of resulting vehicle trajectories and macroscopic
	flow-density relationships. Experiments are conducted with the models
	under different degrees of relaxation of the safety constraints typically
	applied in conjunction with simulation codes used in practice. The
	ability of the proposed specifications to capture traffic behavior
	in extreme situations is examined. The results suggest that these
	specifications offer an improved basis for microscopic traffic simulation
	for situations that do not require an accident free environment.
	As such, the same basic behavior model structure could accommodate
	both extreme situations (evacuation scenarios, over-saturated networks)
	as well as “normal” daily traffic conditions.}
}

@PHDTHESIS{Haroun1997,
  author = {Haroun, Antoine},
  title = {Observed minimum headways as an index of driver behavior},
  year = {1997},
  type = {MQ29391},
  abstract = {Developing a method to measure some aspects of drivers' behaviour
	using the data from inductive loop detectors would provide a powerful
	and very useful tool for managing road safety. Due to their characteristics,
	the observed minimum headways were studied to determine if they could
	be used to develop a method to measure drivers' behaviour. The data
	used in the analysis was collected using inductive loop detectors
	at two sites on Highway 400 in Ontario. It was found that there is
	some constancy in the observed minimum headways that can be used
	to monitor changes in driver behaviour. However, the observed minimum
	headways should be collected for a specific site, lane and time of
	day. A comparison between the different days for the same site, lane
	and time of day is then possible. Flow and truck percentages do not
	seem to have a noticeable effect on the observed minimum headways.},
  keywords = {Civil engineering},
  university = {University of Toronto (Canada)}
}

@TECHREPORT{Hayward1972,
  author = {Hayward, J.Ch.},
  title = {Near miss determination through use of a scale of danger},
  institution = {The Pennsylvania State University},
  year = {1972},
  address = {United States},
  owner = {wf},
  timestamp = {2011.03.05}
}

@PHDTHESIS{Heaslip2007,
  author = {Heaslip, K., II},
  title = {Modeling driver behavior in work zones: An evaluation of traffic
	flow impacts in freeway work zones with full lane closures},
  school = {University of Massachusetts Amherst},
  year = {2007},
  address = {MA,United States},
  abstract = {About twenty percent of the U.S. National Highway System is under
	construction during the peak summer roadwork season. Fifty percent
	of all highway congestion is attributed to nonrecurring conditions
	and work zones are estimated to account for nearly twenty four percent
	of nonrecurring delay. Work zones account for two percent of roadway
	crashes and more than 1,000 fatalities per year. The major question
	on which this research focuses is: "How do work zone delineation
	strategies, intelligent transportation systems (ITS) technologies,
	and driver behavior impact traffic flow and crash potential in and
	around work zones?" To address this question effectively, one might
	consider assessing actual traffic situations under local conditions
	with the aid of a microscopic simulation model. Such simulation tools
	could be useful to individuals designing work zone deployment plans,
	developing work zone traffic management concepts, deciding on the
	use of ITS applications in work zones, and formulating alternate
	route strategies. In addition, such tools may improve the ability
	to visualize the impact of delineation and dynamic merge guidance
	strategies as well as to quantitatively assess the impact on delay
	and the occurrence of high crash potential situations in and around
	work zone areas. The underlying objective of this research is to
	improve the way researchers and practitioners are able to explain
	and predict traffic conditions and driver behavior as they are impacted
	by work zone strategies including variable message signs, static
	signage, tapers, arrow boards, and positive separation. Central to
	this research was the formulation of an algorithm that improves upon
	traditional car following theory by incorporating factors such as
	driver familiarity, adaptability, aggression, and accommodation to
	the changing road conditions found in work zones. The use of these
	concepts incorporates two notions: (1) drivers must manage interaction
	with both the roadway and other drivers; and (2) drivers exhibit
	varying preferences for early or late merges based on their willingness
	to respond to upcoming lane restrictions and their inclination to
	be passive or aggressive in forced merge situations.},
  keywords = {Civil engineering Transportation},
  university = {University of Massachusetts Amherst}
}

@INPROCEEDINGS{Helly1961,
  author = {Helly,W},
  title = {Simulation of bottlenecks in single lane traffic flow},
  booktitle = {Theory Traffic Flow},
  year = {1961},
  pages = {207-238},
  owner = {wf},
  timestamp = {2010.09.16}
}

@ARTICLE{Herman1959,
  author = {Herman, Robert and Montroll, Elliott W. and Potts, Renfrey B. and
	Rothery, Richard W.},
  title = {Traffic Dynamics: Analysis of Stability in Car Following},
  journal = {Operations Research},
  year = {1959},
  volume = {7},
  pages = {pp. 86-106},
  number = {1},
  abstract = {The manner in which vehicles follow each other on a highway (without
	passing) and the propagation of disturbances down a line of vehicles
	has been investigated further. Criteria are derived for both local
	and asymptotic stability in a chain of vehicles. The influence of
	next nearest neighbors as well as a statistical theory of stability
	is discussed. 'Acceleration noise' is proposed as a parameter that
	might be employed to characterize the driver-car-road complex under
	various conditions. Some preliminary experimental measurements of
	acceleration noise are discussed.},
  copyright = {Copyright © 1959 INFORMS},
  issn = {0030364X},
  jstor_articletype = {research-article},
  jstor_formatteddate = {Jan. - Feb., 1959},
  language = {English},
  owner = {wf},
  publisher = {INFORMS},
  timestamp = {2010.09.17}
}

@ARTICLE{RobertHerman01011959,
  author = {Herman, Robert and Montroll, Elliott W. and Potts, Renfrey B. and
	Rothery, Richard W.},
  title = {Traffic Dynamics: Analysis of Stability in Car Following},
  journal = {OPERATIONS RESEARCH},
  year = {1959},
  volume = {7},
  pages = {86-106},
  number = {1},
  abstract = {The manner in which vehicles follow each other on a highway (without
	passing) and the propagation of disturbances down a line of vehicles
	has been investigated further. Criteria are derived for both local
	and asymptotic stability in a chain of vehicles. The influence of
	next nearest neighbors as well as a statistical theory of stability
	is discussed. "Acceleration noise" is proposed as a parameter that
	might be employed to characterize the driver-car-road complex under
	various conditions. Some preliminary experimental measurements of
	acceleration noise are discussed.},
  doi = {10.1287/opre.7.1.86},
  eprint = {http://or.journal.informs.org/cgi/reprint/7/1/86.pdf},
  owner = {wf},
  timestamp = {2010.09.17},
  url = {http://or.journal.informs.org/cgi/content/abstract/7/1/86}
}

@ARTICLE{Hoogendoorn2003,
  author = {Hoogendoorn, S. and Van Zuylen, H. and Schreuder, M. and Gorte, B.
	and Vosselman, G.},
  title = {Microscopic Traffic Data Collection by Remote Sensing},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2003},
  volume = {1855},
  pages = {121--128},
  abstract = {To gain insight into the behavior of drivers during congestion, and
	to develop and test theories and models that describe congested driving
	behavior, very detailed data are needed. A new data-collection system
	prototype is described for determining individual vehicle trajectories
	from sequences of digital aerial images. Software was developed to
	detect and track vehicles from image sequences. In addition to longitudinal
	and lateral position as a function of time, the system can determine
	vehicle length and width. Before vehicle detection and tracking can
	be achieved, the software handles correction for lens distortion,
	radiometric correction, and orthorectification of the image. The
	software was tested on data collected from a helicopter by a digital
	camera that gathered high-resolution monochrome images, covering
	280 m of a Dutch motorway. From the test, it was concluded that the
	techniques for analyzing the digital images can be applied automatically
	without much problem. However, given the limited stability of the
	helicopter, only 210 m of the motorway could be used for vehicle
	detection and tracking. The resolution of the data collection was
	22 cm. Weather conditions appear to have a significant influence
	on the reliability of the data: 98% of the vehicles could be detected
	and tracked automatically when conditions were good; this number
	dropped to 90% when the weather conditions worsened. Equipment for
	stabilizing the camera—gyroscopic mounting—and the use of color images
	can be applied to further improve the system.},
  owner = {wf},
  timestamp = {2010.11.16},
  url = {http://dx.doi.org/10.3141/1855-15}
}

@ARTICLE{Hoogendoorn2000,
  author = {Hoogendoorn, Serge P. and Bovy, Piet H. L.},
  title = {Continuum modeling of multiclass traffic flow},
  journal = {Transportation Research Part B: Methodological},
  year = {2000},
  volume = {34},
  pages = {123-146},
  number = {2},
  abstract = {In contemporary macroscopic traffic flow modeling, a distinction between
	user-classes is rarely made. However, it is envisaged that both the
	accuracy and the explanatory ability of macroscopic traffic flow
	models can be improved significantly by distinguishing classes and
	their specific driving characteristics. In this article, we derive
	such a multiple user-class traffic flow model. Starting point for
	the derivation of the macroscopic flow model is the user-class specific
	phase-space density, which can be considered as a generalization
	of the traditional density. The gas-kinetic equations describing
	the dynamics of the multiclass Phase-Space Density (MUC-PSD) are
	governed by various, interacting processes, such as acceleration
	towards a class-specific desired velocity, deceleration caused by
	vehicle interactions and the influence of lane changing. The gas-kinetic
	equations serve as the foundation of the proposed macroscopic traffic
	flow models, describing the dynamics of the class-dependent spatial
	density, velocity and velocity variance. The modeling approach yields
	explicit relations for both the velocity and the velocity variance.
	These equilibrium relations show competing processes: on the one
	hand, drivers accelerate towards their class-dependent desired velocity,
	while on the other hand, they need to decelerate due to interactions
	with vehicles from their own class and asymmetric interactions with
	vehicles from other classes. Using the operationalized model, macroscopic
	simulations provide insight into the model behavior for different
	scenarios.}
}

@TECHREPORT{Hranac2004,
  author = {Hranac ,R and Gettman ,D and Toledo ,T and Kovvali ,V and Alexiadis,
	V},
  title = {NGSIM: Core Algorithms Assessment},
  institution = {Federal Highway Administration},
  year = {2004},
  address = {United States},
  owner = {wf},
  timestamp = {2011.03.16}
}

@ARTICLE{Hughes2003,
  author = {Hughes, R. L.},
  title = {The flow of human crowds},
  journal = {Annual Review of Fluid Mechanics},
  year = {2003},
  volume = {35},
  pages = {169-182},
  note = {ISI Document Delivery No.: 646GX Times Cited: 36 Cited Reference
	Count: 34 Annual reviews Palo alto},
  abstract = {The modem study of a crowd as a flowing continuum is a recent development.
	Distinct from a classical fluid because of the property that a crowd
	has the capacity to think, interesting new physical ideas are involved
	in its study. An appealing property of a crowd in motion is that
	the nonlinear, time-dependent, simultaneous equations representing
	a crowd are conformably mappable. This property makes many interesting
	applications analytically tractable. In this review examples are
	given in which the theory has been used to provide possible assistance
	in the annual Muslim Hajj, to understand the Battle of Agincourt,
	and, surprisingly, to locate barriers that actually increase the
	flow of pedestrians above that when there are no barriers present.
	Modem developments may help prevent some of the approximately two
	thousand deaths that annually occur in accidents owing to crowding.
	The field of crowd motion, that is, the field of "thinking fluids,"
	is an intriguing area of research with great promise.},
  keywords = {pedestrians safety conformal mapping braess paradox}
}

@MISC{Hummer1999,
  author = {Hummer, J. E. and Scheffler, C. R.},
  title = {DRIVER PERFORMANCE COMPARISON OF FLUORESCENT ORANGE TO STANDARD ORANGE
	WORK ZONE TRAFFIC SIGNS},
  year = {1999},
  abstract = {Some agencies use durable fluorescent orange sign sheeting on warning
	signs in work zones. The literature shows that such sheeting is more
	conspicuous than standard nonfluorescent orange sheeting, but no
	one has yet demonstrated that the greater conspicuity leads to operational
	changes or fewer collisions. To investigate that link, operational
	studies were conducted in seven long-term North Carolina work zones
	with left-lane drops on multilane highways. The before-and-after
	with control experiment design was likely immune from common experimental
	flaws. Five operational measures were collected manually at the beginning
	of the approach to the work zone, the taper, and midway between the
	beginning and the taper. Fluorescent orange signs were found to cause
	some changes, primarily positive, in driver behavior. With fluorescent
	signs, there were somewhat fewer traffic conflicts, the percentage
	of vehicles in the left lane at the midpoint was lower, and trucks
	moved out of the left lane sooner. Mean speeds increased slightly,
	but usually not significantly, with fluorescent signs, but speed
	variances tended to decrease with fluorescent signs. The operational
	changes observed should mean that work zones similar to those in
	the experiment would experience a small reduction in collisions with
	fluorescent orange warning signs. Use of fluorescent orange sheeting
	on warning signs is recommended in work zones like those in this
	experiment and in other types of work zones where warning drivers
	is as critical or more critical than it was in this experiment.},
  isbn = {0309070538},
  keywords = {Before and after studies Behavior Behaviour Bloom Color Colors Colour
	Conspicuity Construction zone traffic control Drivers Fluorescence
	Human behavior Lane drops Motor vehicle operators North Carolina
	Orange Sign sheeting Speed Traffic conflicts Visibility Warning signs
	Work zone traffic control},
  pages = {p. 55-62},
  publisher = {Transportation Research Board}
}

@ARTICLE{Jiang2002,
  author = {Jiang, Rui and Wu, Qing-Song and Zhu, Zuo-Jin},
  title = {A new continuum model for traffic flow and numerical tests},
  journal = {Transportation Research Part B: Methodological},
  year = {2002},
  volume = {36},
  pages = {405-419},
  number = {5},
  keywords = {Traffic flow Continuum model Characteristic speed Car-following}
}

@ARTICLE{Kaptein1996,
  author = {Kaptein, Nico and Theeuwes, Jan and Van Der Horst, Richard},
  title = {Driving Simulator Validity: Some Considerations},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {1996},
  volume = {1550},
  pages = {30--36},
  number = {-1},
  month = jan,
  abstract = {The validity of driving simulators for behavioral research is discussed.
	The concept of validity is introduced and explained, and a survey
	of validation studies follows, in the TNO driving simulator and others,
	comparing field and simulator study results. Results for mid-level
	driving simulators show that generally absolute validity of route
	choice behavior is obtained and relative validity of speed and lateral
	control behavior is obtained. There is evidence suggesting that for
	a number of applications the presence of a moving base and possibly
	a higher image resolution might increase the validity of a driving
	simulator.},
  owner = {wf},
  timestamp = {2010.11.16},
  url = {http://dx.doi.org/10.3141/1550-05}
}

@BOOK{Kerner2004,
  title = {The Physics of Traffic},
  publisher = {Springer Berlin / Heidelberg},
  year = {2004},
  author = {Kerner, Boris S.},
  address = {Berlin},
  owner = {wf},
  timestamp = {2011.03.19}
}

@ARTICLE{Kerner1998,
  author = {Kerner, B. S.},
  title = {Experimental Features of Self-Organization in Traffic Flow},
  journal = {Phys. Rev. Lett.},
  year = {1998},
  volume = {81},
  pages = {3797--3800},
  number = {17},
  month = {Oct},
  doi = {10.1103/PhysRevLett.81.3797},
  numpages = {3},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2011.03.19}
}

@ARTICLE{Kerner1997,
  author = {Kerner, B. S. and Rehborn, H. },
  title = {Experimental Properties of Phase Transitions in Traffic Flow},
  journal = {Phys. Rev. Lett.},
  year = {1997},
  volume = {79},
  pages = {4030--4033},
  number = {20},
  month = {Nov},
  doi = {10.1103/PhysRevLett.79.4030},
  numpages = {3},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2011.03.19}
}

@ARTICLE{Kerner1996,
  author = {Kerner, B. S. and Rehborn, H. },
  title = {Experimental properties of complexity in traffic flow},
  journal = {Phys. Rev. E},
  year = {1996},
  volume = {53},
  pages = {R4275--R4278},
  number = {5},
  month = {May},
  doi = {10.1103/PhysRevE.53.R4275},
  numpages = {3},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2011.03.19}
}

@ARTICLE{Kerner1996a,
  author = {Kerner, B. S. and Rehborn, H. },
  title = {Experimental features and characteristics of traffic jams},
  journal = {Phys. Rev. E},
  year = {1996},
  volume = {53},
  pages = {R1297--R1300},
  number = {2},
  month = {Feb},
  doi = {10.1103/PhysRevE.53.R1297},
  numpages = {3},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2011.03.19}
}

@ARTICLE{Kesting2008,
  author = {Kesting, Arne and Treiber, Martin},
  title = {Calibrating Car-Following Models by Using Trajectory Data: Methodological
	Study},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2008},
  volume = {2088},
  pages = {148--156},
  __markedentry = {[wf]},
  abstract = {The car-following behavior of individual drivers in real city traffic
	is studied on the basis of (publicly available) trajectory data sets
	recorded by a vehicle equipped with a radar sensor. By means of a
	nonlinear optimization procedure based on a genetic algorithm, the
	intelligent driver model and the velocity difference model are calibrated
	by minimizing the deviations between the observed driving dynamics
	and the simulated trajectory in following the same leading vehicle.
	The reliability and robustness of the nonlinear fits are assessed
	by applying different optimization criteria, that is, different measures
	for the deviations between two trajectories. The obtained errors
	are between 11% and 29%, which is consistent with typical error ranges
	obtained in previous studies. It is also found that the calibrated
	parameter values of the velocity difference model depend strongly
	on the optimization criterion, whereas the intelligent driver model
	is more robust. The influence of a reaction time is investigated
	by applying an explicit delay to the model input. A negligible influence
	of the reaction time is found and indicates that drivers compensate
	for their reaction time by anticipation. Furthermore, the parameter
	sets calibrated to a certain trajectory are applied to the other
	trajectories; this step allows for model validation. The results
	indicate that intradriver variability rather than interdriver variability
	accounts for a large part of the calibration errors. The results
	are used to suggest some criteria toward a benchmarking of car-following
	models.},
  owner = {wf},
  timestamp = {2011.03.05}
}

@ARTICLE{Kesting2010,
  author = {Kesting, Arne and Treiber, Martin and Helbing, Dirk},
  title = {Enhanced intelligent driver model to access the impact of driving
	strategies on traffic capacity},
  journal = {Philosophical Transactions of the Royal Society A: Mathematical,Physical
	and Engineering Sciences},
  year = {2010},
  volume = {368},
  pages = {4585--4605},
  number = {1928},
  month = oct,
  abstract = {With an increasing number of vehicles equipped with adaptive cruise
	control (ACC), the impact of such vehicles on the collective dynamics
	of traffic flow becomes relevant. By means of simulation, we investigate
	the influence of variable percentages of ACC vehicles on traffic
	flow characteristics. For simulating the ACC vehicles, we propose
	a new car-following model that also serves as the basis of an ACC
	implementation in real cars. The model is based on the intelligent
	driver model (IDM) and inherits its intuitive behavioural parameters:
	desired velocity, acceleration, comfortable deceleration and desired
	minimum time headway. It eliminates, however, the sometimes unrealistic
	behaviour of the IDM in cut-in situations with ensuing small gaps
	that regularly are caused by lane changes of other vehicles in dense
	or congested traffic. We simulate the influence of different ACC
	strategies on the maximum capacity before breakdown and the (dynamic)
	bottleneck capacity after breakdown. With a suitable strategy, we
	find sensitivities of the order of 0.3, i.e. 1 per cent more ACC
	vehicles will lead to an increase in the capacities by about 0.3
	per cent. This sensitivity multiplies when considering travel times
	at actual breakdowns.},
  owner = {wf},
  timestamp = {2010.09.21}
}

@ARTICLE{Kesting2007,
  author = {Kesting, Arne and Treiber, Martin and Helbing, Dirk},
  title = {General Lane-Changing Model MOBIL for Car-Following Models},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2007},
  volume = {1999},
  pages = {86--94},
  number = {-1},
  month = jan,
  abstract = {A general model (minimizing overall braking induced by lane change,
	MOBIL) is proposed to derive lane-changing rules for discretionary
	and mandatory lane changes for a wide class of car-following models.
	Both the utility of a given lane and the risk associated with lane
	changes are determined in terms of longitudinal accelerations calculated
	with microscopic traffic models. This determination allows for the
	formulation of compact and general safety and incentive criteria
	for both symmetric and asymmetric passing rules. Moreover, anticipative
	elements and the crucial influence of velocity differences of these
	car-following models are automatically transferred to the lane-changing
	rules. Although the safety criterion prevents critical lane changes
	and collisions, the incentive criterion takes into account the advantages
	and disadvantages of other drivers associated with a lane change
	via the "politeness factor." The parameter allows one to vary the
	motivation for lane changing from purely egoistic to more cooperative
	driving behavior. This novel feature allows one first to prevent
	lane changes for a marginal advantage if they obstruct other drivers
	and second to let an aggressive driver induce the lane change of
	a slower driver ahead in order to no longer be obstructed. This phenomenon
	is common for asymmetric passing rules with a dedicated lane for
	passing. The model is applied to traffic simulations of cars and
	trucks with the intelligent driver model as the underlying car-following
	model. An open system with an on-ramp is studied, and the resulting
	lane-changing rate is investigated as a function of the spatial coordinate
	as well as a function of traffic density.},
  owner = {wf},
  timestamp = {2010.09.18}
}

@ARTICLE{Kiefer2005,
  author = {Raymond J. Kiefer and David J. LeBlanc and Carol A. Flannagan},
  title = {Developing an inverse time-to-collision crash alert timing approach
	based on drivers' last-second braking and steering judgments},
  journal = {Accident Analysis \& Prevention},
  year = {2005},
  volume = {37},
  pages = {295 - 303},
  number = {2},
  abstract = {Drivers were asked to execute last-second braking and steering maneuvers
	while approaching a surrogate target lead vehicle. This surrogate
	target was designed to allow safely placing naive drivers in controlled,
	realistic rear-end crash scenarios under test track conditions. Maneuver
	intensity instructions were varied so that drivers' perceptions of
	normal and non-normal braking envelopes could be properly identified
	and modeled for forward collision warning timing purposes. The database
	modeled includes 3536 last-second braking judgment trials. A promising
	inverse time-to-collision model was developed, which assumes that
	the driver deceleration response in response to a crash alert is
	based on an inverse time-to-collision threshold that decreases linearly
	with driver speed.},
  doi = {DOI: 10.1016/j.aap.2004.09.003},
  issn = {0001-4575},
  keywords = {Crash avoidance},
  owner = {wf},
  timestamp = {2011.03.05},
  url = {http://www.sciencedirect.com/science/article/B6V5S-4DWGXP7-4/2/e03fd32e59feb73a7d1a2ef72ca6e4cc}
}

@ARTICLE{Kim2007,
  author = {Kim, Taehyung and J., LOVELL David and Yongjin, PARK},
  title = {Empirical Analysis of Underlying Mechanisms and Variability in Car-Following
	Behavior},
  journal = {Transportation Research Record},
  year = {2007},
  volume = {1999},
  pages = {170-179},
  number = {1999},
  note = {Anglais},
  abstract = {Car-following models have been used in all microscopic traffic simulation
	modeling for almost half a century to describe the process of driver
	behavior in following each other in the traffic stream. In recent
	years, a detailed understanding of car-following behavior has become
	more essential for both the design and the assessment of advanced
	driver assistance systems, such as adaptive cruise control, to help
	improve appropriate algorithms and develop control strategies. However,
	previous experimental studies and models of car-following behavior
	have some important limitations, which make them inconsistent with
	real driving experience. Hence, this study aims to contribute to
	the better understanding of driving behavior in following a lead
	vehicle in car-following situations. Efforts have been made to disclose
	the problems and the limitations in previous experimental studies
	and models of car-following behavior; to build a new data collection
	system, including hardware and software architecture; and to investigate
	and discover the characteristics of real driving behavior in following
	a lead vehicle. It is hoped that the findings will provide clues
	to guide the construction of more realistic car-following models.},
  address = {Washington, DC, ETATS-UNIS},
  keywords = {Ecoulement trafic},
  owner = {wf},
  publisher = {National Research Council},
  timestamp = {2010.11.16}
}

@ARTICLE{Kim2007a,
  author = {Kim, Taehyung and Lovell, David and Park, Yongjin},
  title = {Empirical Analysis of Underlying Mechanisms and Variability in Car-Following
	Behavior},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2007},
  volume = {1999},
  pages = {170--179},
  number = {-1},
  month = jan,
  abstract = {Car-following models have been used in all microscopic traffic simulation
	modeling for almost half a century to describe the process of driver
	behavior in following each other in the traffic stream. In recent
	years, a detailed understanding of car-following behavior has become
	more essential for both the design and the assessment of advanced
	driver assistance systems, such as adaptive cruise control, to help
	improve appropriate algorithms and develop control strategies. However,
	previous experimental studies and models of car-following behavior
	have some important limitations, which make them inconsistent with
	real driving experience. Hence, this study aims to contribute to
	the better understanding of driving behavior in following a lead
	vehicle in car-following situations. Efforts have been made to disclose
	the problems and the limitations in previous experimental studies
	and models of car-following behavior; to build a new data collection
	system, including hardware and software architecture; and to investigate
	and discover the characteristics of real driving behavior in following
	a lead vehicle. It is hoped that the findings will provide clues
	to guide the construction of more realistic car-following models.},
  owner = {wf},
  timestamp = {2011.03.05},
  url = {http://dx.doi.org/10.3141/1999-18}
}

@ARTICLE{Kishimoto2008,
  author = {Kishimoto, Y. and Oguri, K.},
  title = {A Modeling Method for Predicting Driving Behavior Concerning with
	Driver's Past Movements},
  journal = {2008 Ieee International Conference on Vehicular Electronics and Safety},
  year = {2008},
  pages = {204-208},
  note = {Times Cited: 0 IEEE International Conference on Vehicular Electronics
	and Safety Sep 22-24, 2008 Columbus, OH},
  abstract = {Recently, studies of predicting driving behavior based on behavioral
	models have been done for constructing Driving Safety Support Systems
	(DSSS) responding to driver's intention. Although traditional behavioral
	models predict future behavior by analyzing instantaneous velocity
	and pedal strokes, past movements should be concerned for accurate
	prediction since human's behavior is strongly related to past actions.
	This study proposed a method of modeling driving behavior concerned
	with certain period of past movements by using AR-BMM (Auto-Regressive
	Hidden Markov Model) inorder to predict stop probability. As results
	of comparison with a conventional method, our algorithm is effective
	for predicting driving behavior accurately.}
}

@INPROCEEDINGS{Kita1993,
  author = {Kita ,H},
  title = {Effects of merging lane length on the merging behaviour at expressway
	on-ramps},
  booktitle = {Daganzo, C. (Ed.),Proceedings of the 12th International Symposium
	on the Theory of Traffic Flow and Transportation},
  year = {1993},
  pages = {37-51},
  publisher = {New York: Elsevier},
  owner = {wf},
  timestamp = {2010.09.20}
}

@ARTICLE{Kometani1958,
  author = {Kometani,E. and T.Sasaki.},
  title = {On the stability of traffic flow},
  journal = {Operations Research},
  year = {1958},
  volume = {Japan 2},
  pages = {11-26},
  owner = {wf},
  timestamp = {2010.11.16}
}

@MISC{Koppa1996,
  author = {Koppa, R. J. and Fambro, D. B. and Zimmer, R. A.},
  title = {MEASURING DRIVER PERFORMANCE IN BRAKING MANEUVERS},
  year = {1996},
  abstract = {A simple, reliable instrumentation package with an on-board computer
	for installation in a test vehicle or the test driver's own vehicle
	is described. This package was used in a research project recently
	completed, an empirical investigation of stopping sight distance.
	Selected data on perception-response time (PRT) and braking performance
	under artificial and simulated on-the-road emergency conditions are
	presented. PRTs were less than the AASHTO assumed constant of 2.5
	sec even at the 95th percentile. Braking performance in terms of
	steady deceleration was greater than -0.32 g at the 95th percentile.},
  isbn = {0309059232},
  keywords = {Brake efficiency Braking performance Driver performance Drivers Emergency
	response time Instrumentation Measurement Measuring Motor vehicle
	operators Perception Personnel performance Response time Stopping
	sight distance Vehicle stopping time},
  pages = {p. 8-15},
  publisher = {Transportation Research Board}
}

@ARTICLE{M.Koshi1992,
  author = {M. Koshi and M. Kuwahara and H.Akahane},
  title = {Capacity of sags and tunnels on Japanese motorways},
  journal = {ITE Journal},
  year = {1992},
  volume = {65},
  pages = {17-22},
  owner = {wf},
  timestamp = {2010.09.16}
}

@PHDTHESIS{Kou1997,
  author = {Kou, Cheng-Chen},
  title = {Development of a methodology for modeling ramp driver behavior during
	freeway merge maneuvers},
  school = {The University of Texas at Austin},
  year = {1997},
  address = {TX,United States},
  abstract = {Freeway entrance ramp accelerations and merging processes are complex
	and have significant impacts upon freeway traffic operations and
	ramp junction geometric designs. The complexity is a result of the
	fact that driver psychological components have multiple dimensions
	affecting freeway merge decisions. The major objective of this dissertation
	is to develop empirical methodologies for modeling ramp driver acceleration-deceleration
	and gap acceptance behavior during freeway merge maneuvers. A large
	quantity of freeway merge data were collected from several entrance
	ramps including both parallel and taper type acceleration lanes capturing
	a wide traffic flow range to suit different analysis purposes. Comprehensive
	freeway merge traffic analyses were conducted using the collected
	data. Both graphical presentations and independence tests in contingency
	tables indicated that ramp vehicle merge behavior is insignificantly
	related to any single traffic parameter, such as ramp vehicle approach
	speeds, freeway flow levels, and speed differentials as well as time
	or distance gaps between ramp vehicles and surrounding freeway and
	ramp vehicles. Combination forms of these traffic parameters were
	found to be better indicators for modeling freeway merge driver behavior.
	Initially, ramp vehicle acceleration-deceleration behavior models
	were conceptually formulated as extended forms of conventional nonlinear
	car-following models incorporating joint freeway and ramp vehicle
	effects. These sophisticated nonlinear specifications, although theoretically
	attractive, have been proven to be infeasible to predict dynamic
	ramp vehicle acceleration-deceleration rates. A bi-level calibration
	framework, however, successfully provided good calibration results.
	A multinomial probit model, using speed differentials, distance separations
	of ramp vehicles to corresponding freeway and ramp vehicles, distance
	to the acceleration lane terminus, and Markov indexes as attributes,
	predicted ramp driver acceleration, deceleration, or constant speed
	choice behavior. The resulting acceleration or deceleration rate
	magnitudes were predicted by a family of exponential curves using
	ramp vehicle speed as an explanatory variable. Calibration results
	of a binary logit gap acceptance function indicated that perceived
	ramp driver angular velocity to a corresponding freeway lag vehicle
	and remaining distance to the acceleration lane end are the best
	gap acceptance decision criteria.},
  keywords = {Civil engineering Transportation Behaviorial sciences},
  university = {The University of Texas at Austin}
}

@INPROCEEDINGS{Kovvali2007,
  author = {Kovvali, V., V. Alexiadis, and L. Zhang},
  title = {Video-Based Vehicle Trajectory Data Collection},
  booktitle = {Proceedings of the 86th Transportation Research Board Annual Meeting},
  year = {2007},
  address = {Washington DC},
  owner = {wf},
  timestamp = {2010.11.16}
}

@CONFERENCE{Krajzewicz2006,
  author = {Krajzewicz, D. and Bonert, M. and Wagner, P.},
  title = {The open source traffic simulation package SUMO},
  booktitle = {RoboCup 2006},
  year = {2006},
  citeulike-article-id = {6458334},
  journal = {RoboCup 2006 Infrastructure Simulation Competition},
  keywords = {file-import-09-12-29},
  owner = {Administrator},
  posted-at = {2009-12-29 22:39:57},
  priority = {2},
  timestamp = {2011.03.02}
}

@INCOLLECTION{Krajzewicz2005,
  author = {Krajzewicz, D. and Hartinger, M. and Hertkorn, G. and Mieth, P. and
	Rössel, C. and Zimmer, J. and Wagner, P.},
  title = {Using the Road Traffic Simulation “SUMO” for Educational Purposes},
  booktitle = {Traffic and Granular Flow 03},
  publisher = {Springer Berlin Heidelberg},
  year = {2005},
  pages = {217-222},
  address = {Netherlands},
  abstract = {Since the year 2000, the Centre of Applied Informatics and the Institute
	for Transport Research at the German Aerospace Centre develops a
	microscopic road traffic simulation package named ’SUMO’ — an acronym
	for Simulation of Urban MObility . Meanwhile, the simulation is capable
	to deal with realistic scenarios such as large cities and is used
	for these purposes within the institute's projects. The idea was
	to support the traffic research community with a common platform
	to test new ideas and models without the need to reimplement a framework
	that handles road data, vehicle routes, traffic light steering etc.
	To achieve this goal, the simulation code is available as open source.
	Within this publication, we would like to demonstrate how most attributes
	of traffic flow can be simulated. This should be mainly interesting
	for educational purposes.},
  affiliation = {German Aerospace Centre Institute for Transportation Research Rutherfordstr.
	2 12489 Berlin Germany},
  isbn = {978-3-540-28091-0},
  keyword = {Mathematics},
  owner = {wf},
  timestamp = {2011.03.11}
}

@PHDTHESIS{Krauss1998,
  author = {Stefan Krauß},
  title = {Microscopic Modeling of Traffic Flow: Investigation of Collision
	Free Vehicle Dynamics},
  school = {Mathematisch–Naturwissenschaftlichen Fakultät der Universität zu
	Köln},
  year = {1998},
  address = {Cologne, Germany},
  institution = {Mathematisches Institut, Universit\"at zu K\"oln},
  keywords = {highway traffic, interacting random processes, statistical mechanics
	type modells, statistical processes; 60K30, 60K35, 90B20}
}

@MISC{Lanzilotta1995,
  author = {Lanzilotta, E. J.},
  title = {ANALYSIS OF DRIVER SAFETY PERFORMANCE USING SAFETY STATE MODEL},
  year = {1995},
  abstract = {A significant component in the pursuit of safety is estimation of
	risk probability. In transportation systems virtually all safety-related
	events and outcomes involve an intermediate event known as an accident.
	The safety state model is a probabilistic model that is used to estimate
	the probability of an accident as a function of the human-machine
	system state. By using a discrete Markov network, the safety state
	model forms a framework for capturing the human-machine and human-human
	interactions in a transportation system. The observed data are used
	to calibrate the model, which is subsequently used to estimate the
	risk probability performance of other human operators. The theoretical
	development of this model is reviewed. In addition, motivation and
	background, as well as advantages and disadvantages with respect
	to existing quantitative methods of risk probability estimation,
	are discussed. Finally, the applicability to driver performance analysis
	is discussed.},
  isbn = {0309061229},
  keywords = {Accidents Driver performance Drivers Human human interaction Human
	machine systems Man machine interaction Man machine systems Markov
	processes Mathematical models Motor vehicle operators Personnel performance
	Probabilistic analysis Probability Public safety Risk assessment
	Safety Safety measures Vulnerability assessment},
  pages = {p. 140-147},
  publisher = {Transportation Research Board}
}

@PHDTHESIS{Lee2004,
  author = {Lee, Chanyoung},
  title = {Developing driver compliance based operations model for ATIS applications},
  year = {2004},
  type = {3143247},
  abstract = {To alleviate traffic congestion without building new facilities or
	expanding current systems, advanced traveler information systems
	(ATIS) have been studied and implemented during the past several
	decades. Given the continued increase in the demand for mobility
	and safety of travelers under limited opportunities for physical
	expansion of the system, ATIS are essential tools for managing and
	controlling traffic. However, the performance of ATIS depends heavily
	on the positive response of drivers to the system. Thus, to enhance
	the systems, it is very important to evaluate and understand driver
	behavior characteristics with ATIS. This study explored many details
	of the driver's response to variable message signs (VMS) which is
	the one of the most common ATIS deployed in many areas. Three mail-back
	surveys and an on-line survey were conducted in Wisconsin to collect
	various drivers' behavior information with VMS. Based on the findings
	from the surveys, seven potential affecting factors for driver compliance
	with ATIS were identified and applied to further study. A driver
	compliance survey was conducted to evaluate the significance of these
	seven factors. Four different approaches: binary logistic regression,
	artificial neural network (ANN), classification trees (QUEST), and
	logistic regression trees (LOTUS) were adopted to develop the driver
	compliance model. Anticipated travel time savings, knowledge of an
	alternate route, and level of confidence in the alternate route proved
	to be significant variables affecting driver compliance with VMS.
	The LOTUS model revealed the hierarchical structure of driver compliance
	and produced many interesting findings. The developed models were
	evaluated with newly collected data from on-line survey. All four
	models showed reasonable performance, while the LOTUS model explained
	the behavior data most clearly and the ANN model maintained the highest
	prediction rate.},
  keywords = {Civil engineering Transportation},
  university = {The University of Wisconsin - Madison}
}

@ARTICLE{Lee1976,
  author = {DN Lee},
  title = {A theory of visual control of braking based on information about
	time-to-collision.},
  journal = {Perception},
  year = {1976},
  volume = {5(4)},
  pages = {347-59},
  number = {0301-0066 (Linking)},
  abstract = {A theory is presented of how a driver might visually control his braking.
	A mathematical analysis of the changing optic array at the driver's
	eye indicates that the simplest type of visual information, which
	would be sufficient for controlling braking and would also be likely
	to be easily picked up by the driver, is information about time-to-collision,
	rather than information about distance, speed, or acceleration/deceleration.
	It is shown how the driver could, in principle, use visual information
	about time-to-collision in registering when he is on a collision
	course, in judging when to start braking, and in controlling his
	ongoing braking. Implications of the theory for safe speeds and safe
	following distances are discussed, taking into account visual angular
	velocity detection thresholds, and some suggestions are made as to
	how safety on the roads might be improved. FAU - Lee, D N},
  owner = {wf},
  timestamp = {2011.03.05}
}

@MISC{Levison2001,
  author = {Levison, W. H. and Simsek, O. and Bittner, A. C. and Hunn, S. J.},
  title = {COMPUTATIONAL TECHNIQUES USED IN THE DRIVER PERFORMANCE MODEL OF
	THE INTERACTIVE HIGHWAY SAFETY DESIGN MODEL},
  year = {2001},
  abstract = {The Interactive Highway Safety Design Model (IHSDM) is a high-priority
	research area for the Federal Highway Administration. IHSDM is a
	software system for evaluating the safety of alternative highway
	designs in a computer-aided design environment. The initial phase
	of this research program is to develop IHSDM for use in the design
	of two-lane rural highways. IHSDM includes a driver-vehicle module
	that simulates the moment-to-moment actions of a single driver-vehicle
	unit. Reviewed are the computational approaches that have guided
	the implementation of the driver performance model (DPM) that along
	with a vehicle model and other components constitute the driver-vehicle
	module. Five major computational functions of DPM are reviewed: perception,
	speed decision, path decision, speed control, and path control. Comparison
	of model results with data from a driving simulator demonstrates
	the ability of DPM to account for the horizontal curve deflection
	angle on the speed profile.},
  isbn = {0309072379},
  keywords = {Computer aided design Computer aided engineering Computer models Computerized
	design Cornering Curve negotiation Decision making Driver performance
	models Drivers Highway design Highway safety Interactive Highway
	Safety Design Model Lane position Motor vehicle operators Perception
	Performance Road design Road safety Rural highways Speed Speed control
	Steering Two lane highways Two lane roads Vehicle path},
  pages = {p. 17-25},
  publisher = {Transportation Research Board}
}

@ARTICLE{Lin2005,
  author = {Lin, Y.},
  title = {Artificial neural network modelling of driver handling behaviour
	in a driver-vehicle-environment system},
  journal = {International Journal of Vehicle Design},
  year = {2005},
  volume = {37},
  pages = {24-45},
  number = {no.1},
  abstract = {Modelling driver handling behaviour in a driver-vehicle-environment
	(DVE) system is essentially useful for the design of vehicle systems
	and transport systems in the light of the safety and efficiency...},
  keywords = {Driver behaviour modelling Driver-vehicle-environment system Neural
	networks}
}

@ARTICLE{Low1998,
  author = {Low, David J. and Addison, Paul S.},
  title = {A Nonlinear Temporal Headway Model of Traffic Dynamics},
  journal = {Nonlinear Dynamics},
  year = {1998},
  volume = {16},
  pages = {127-151},
  abstract = {In order to describe the dynamics of a group of road vehicles travelling
	in a single lane, car-following models attempt to mimic the interactions
	between individual vehicles where the behaviour of each vehicle is
	dependent upon the motion of the vehicle immediately ahead. In this
	paper we investigate a modified car-following model which features
	a new nonlinear term which attempts to adjust the inter-vehicle spacing
	to a certain desired value. In contrast to our earlier work, a desired
	time separation between vehicles is used rather than simply being
	a constant desired distance. In addition, we extend our previous
	work to include a non-zero driver vehicle reaction time, thus producing
	a more realistic mathematical model of congested road traffic. Numerical
	solution of the resulting coupled system of nonlinear delay differential
	equations is used to analyse the stability of the equilibrium solution
	to a periodic perturbation. For certain parameter values the post-transient
	response is a chaotic (non-periodic) oscillations consisting of a
	broad spectrum of frequency components. Such chaotic motion leads
	to highly complex dynamical behaviour which is inherently unpredictable.
	The model is analysed over a range of parameter values and, in each
	case, the nature of the response is indicated. In the case of a chaotic
	solution, the degree of chaos is estimated.},
  issn = {0924-090X},
  issue = {2},
  keyword = {Physics and Astronomy},
  owner = {wf},
  publisher = {Springer Netherlands},
  timestamp = {2010.09.17}
}

@PHDTHESIS{Ma2006,
  author = {Ma, X.},
  title = {Driver modeling based on computational intelligence approaches: Exploration
	and modeling driver-following data collected by an instrumented vehicle},
  year = {2006},
  type = {C829929},
  abstract = {This thesis is concerned with modeling of driver behavior based on
	data collected from real traffic using an advanced instrumented vehicle.
	In particular, the focus is on driver-following behavior (often called
	carfollowing in transport science) for microscopic simulation of
	road traffic systems. In addition, the modeling methodology developed
	can be applied for the design of human-centered control algorithms
	in adaptive cruise control (ACC) and other longitudinal active-safety
	technologies. Driver behavior is a constant research topic in the
	modeling of traffic systems and Intelligent Transportation Systems
	(ITS), which could be traced back to the work of GeneralMotor (GM)
	Co. in 1950's. In the early time, researchers were only interested
	in the development of driver models fulfilling basic physical properties
	and producing reasonable flow dynamics on a macroscopic level. With
	the booming interest on driver modeling on a microscopic level and
	needs in ITS developments, researchers now emphasize modeling using
	microscopic data acquired from real world. To follow this research
	trend, a methodological framework on car-following data acquisition,
	analysis and modeling has been developed step by step in this thesis,
	and the basic idea is to build a computational model for car-following
	behavior by exploration of collected data. To carry out the work,
	different techniques within the field of modern Artificial Intelligence
	(AI), namely Computational Intelligence (CI)1, have been applied
	in the research subtasks e.g. information estimation, behavioral
	regime classification, regime model integration and model estimation.
	Therefore, a preliminary introduction of the CI methods being used
	in this thesis work is included in the text.},
  keywords = {Automotive engineering},
  university = {Kungliga Tekniska Hogskolan (Sweden)}
}

@ARTICLE{Ma2007,
  author = {Ma, Xiaoliang and Andreasson, Ingmar},
  title = {Statistical Analysis of Driver Behavior Data in Different Regimes
	of the Car-Following Stage},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2007},
  volume = {2018},
  pages = {87-96},
  number = {2018},
  abstract = {An instrumented vehicle has been used to study car-following behavior
	on Swedish motorways. In this study, the previous data collection
	and preprocessing work were briefly reviewed. To understand the driving
	behavior in the car-following stage more clearly, the collected time
	series were classified into a number of regimes using unsupervised
	fuzzy clustering methods. Then, the statistical relations between
	the driver acceleration response and the perceptual variables in
	each regime were analyzed using correlation and regression methods.
	It was found that regime classification helps discern the behavioral
	variance between those regime clusters. According to the data analysis,
	some of the car-following regimes, for example, opening and braking,
	can be described adequately in the statistical sense by a linear
	regression model (Helly’s model). Therefore, a multiple regime car-following
	model with simple model forms, for example, linear models, has the
	potential to robustly represent the general car-following behavior
	in most regimes.},
  issn = {9780309104456},
  keywords = {Acceleration (Mechanics), Behavior, Behaviour, Car following, Data
	acquisition, Data collection, Fuzzy clustering, Human behavior, Instrumented
	vehicles, Linear regression, Linear regression analysis, Mathematical
	statistics, Performance regimes, Statistical analysis, Statistical
	methods, Sweden, Time series, Time series analysis},
  owner = {Administrator},
  publisher = {Transportation Research Board},
  timestamp = {2011.01.05}
}

@TECHREPORT{Ervin2000,
  author = {Ervin R.and C. MacAdam and J. Walker and S. Bogard and M. Hagan and
	A. Vayda and E. Anderson},
  title = {System for Assessment of the Vehicle Motion Environment (SAVME):
	volume II},
  institution = {Transportation Research Institute, University of Michigan, Ann Arbor},
  year = {2000},
  address = {Michigan, Ann Arbor},
  owner = {Administrator},
  timestamp = {2011.01.05}
}

@ARTICLE{Mahnke2001,
  author = {Mahnke, R. and Kaupuzżs, J.},
  title = {Probabilistic Description of Traffic Flow},
  journal = {Networks and Spatial Economics},
  year = {2001},
  volume = {1},
  pages = {103-136},
  number = {1},
  abstract = {The study of traffic flow is investigated by different means. Well
	established theories are (i) kinematic models based on partial differential
	equations to describe traveling density waves, and (ii) deterministic
	models using nonlinear car-following equations to determine trajectories
	of moving cars, as well as (iii) large-scale simulation hopping models
	like cellular automata. An important intermediate approach is (iv)
	the stochastic or probabilistic attempt to understand phenomena like
	“Stau aus dem Nichts” (phantom jam) on long crowded roads. Initiated
	by the old argument that road traffic is a stochastic process, we
	develop a new probabilistic theory based on Markov processes to improve
	our understanding of traffic flow and its three phases (free flow,
	synchronized motion, wide moving jams) discovered by Kerner.}
}

@PHDTHESIS{Marks1990,
  author = {Marks, G.},
  title = {The influence of moods and emotions on driver behaviour},
  year = {1990},
  type = {U028701},
  abstract = {Two questionnaire surveys were conducted to investigate the way moods
	and emotions influence driver behaviour. The first study focused
	on the commission of violations, mistakes, slips and risky manoeuvres.
	It was found that negative affects, such as irritability and anger,
	which can find behavioural expression in hostile or aggressive acts,
	led to a deterioration in driving performance. The effect was less
	pronounced for affects such as anxiety and fear, which are thought
	to contain an element of caution. Positive affects, such as cheerfulness
	and elation did not always shift behaviour in a positive direction
	(relative to the respondent's usual style of driving). This may be
	because some unlawful or risky driving behaviours, such as speeding,
	may also be used in the behavioural expression of positive moods
	and emotions. The second study investigated people's beliefs about
	how well they cope in the driving situation when experiencing moods
	and emotions. In general drivers reported that they cope better when
	they experience a positive affect than when they experience a negative
	affect. Young drivers, male drivers and young male drivers in particular,
	gave higher self-ratings than other respondent groups. These were
	the same groups which had emerged from the first study as being most
	likely to perform risky manoeuvres and commit violations. It seems
	likely that confidence in one's own ability to cope helps to determine
	the extent to which moods and emotions are given behavioural expression.
	It is suggested that although moods and emotions may ideally serve
	a useful function in helping people to adapt to environmental changes
	the link between affect and behaviour is complex, involving learning
	through experience and the acquisition of cultural norms and values.
	Such mediating influences may leave these three groups of drivers
	prey to the detrimental effects of certain moods and emotions within
	the driving situation.},
  keywords = {Social psychology},
  university = {The University of Manchester (United Kingdom)}
}

@PHDTHESIS{Mehmood2003,
  author = {Mehmood, Arif},
  title = {Integrated simulation model for driver behaviour using system dynamics},
  year = {2003},
  type = {NQ83009},
  abstract = {Microscopic traffic simulation programs are useful tools to provide
	cost-effective, objective, and flexible approach for the evaluation
	of emerging advanced technologies, such as Intelligent Transportation
	Systems. These programs provide a dynamic representation of individual
	vehicles on road networks. These programs are usually composed of
	several models including a representation of roadway geometry, vehicle
	routing, origin-destination information, lane changing, and car-following
	models. This thesis contributes to the development of two models
	of a microscopic traffic simulation program. These two models are
	the car-following model and the discretionary lane change model.
	Car-following models describe the process by which drivers follow
	each other in the traffic stream. Discretionary lane change models
	on the other hand describe the driver behaviour when drivers make
	a lane change to improve perceived driving conditions. This thesis
	describes characteristics of a number of existing car-following and
	discretionary lane change models, and identifies their assumptions
	that tend to restrict their ability in explaining and estimating
	driver behaviour in actual traffic situations. A new car-following
	and a new discretionary lane change model are proposed that address
	many of limitations of the existing models. The car-following model
	developed in this thesis assumes that drivers adjust their speed
	based on the current spacing and rate of change in current spacing
	to the next downstream vehicle. The proposed car-following model,
	unlike many existing car-following models, does not make unrealistic
	assumptions about drivers' ability to ascertain exactly the absolute
	speed and/or acceleration/deceleration rate of the downstream vehicles.
	In determining the acceleration/deceleration rate of the following
	vehicle, the proposed model considers a more extensive view of downstream
	traffic (i.e., two downstream lead vehicles). The proposed car-following
	model also takes into account the changes in response time of the
	following vehicle driver due to the brake light status and position
	of the lead vehicles. The discretionary lane change model developed
	in this thesis consists of two components; the desire model and the
	gap-acceptance model. The desire model assumes that a driver's decision
	for making a discretionary lane change depends on speed benefit accumulated
	over time rather than instantaneous speed benefit over a small simulation
	interval, dt. The gap-acceptance model is a binary logit model that
	calculates the probability of initiating a lane change manoeuvre
	based on gap-acceptance conditions in the adjacent lane. The proposed
	car-following and discretionary lane change models are calibrated
	and validated using field data obtained from an arterial roadway.
	The validation results of the proposed models are encouraging and
	demonstrate the effectiveness of the modelling framework.},
  keywords = {Civil engineering Transportation},
  university = {University of Waterloo (Canada)}
}

@MISC{Mills1999,
  author = {Mills, K. C. and Parkman, K. M. and Smith, Gary A. and Rosendahl,
	F.},
  title = {PREDICTION OF DRIVING PERFORMANCE THROUGH COMPUTERIZED TESTING: HIGH-RISK-DRIVER
	ASSESSMENT AND TRAINING},
  year = {1999},
  abstract = {Two 10-min computerized cognitive tests were administered to a class
	of 35 male North Carolina Highway Patrol cadets at the beginning
	of driver training. The test (performance on-line) measured scanning
	and divided-attention skills, including indexes of visual and cognitive
	tunnel vision. Five months later the cadets were given 2 weeks of
	intensive driver training on the track in precision cone maneuvers
	and skid control and a final exam in high-speed pursuit. Relationships
	were examined between cognitive test scores and the track ratings
	of experienced driving instructors. The results showed that divided-attention
	deficits indicating tunnel vision predicted the lack of cadets' skills
	on the track final exam in high-speed pursuit. When the top and bottom
	25th percentile of the cadets' high-speed pursuit scores were used
	as the criteria, the differences between the groups for divided-attention
	responses to displays at the center of a 38-cm (15-in.) computer
	monitor were not significant. However, the differences between the
	groups were significant for divided-attention responses at the outer
	edges of the display, indicating cognitive tunnel vision for the
	lower 25% of drivers. Thus, the more difficult divided-attention
	test requirements were more likely to select good drivers on complex
	driving skills. In addition, the cadets who had an advantage in decision-making
	skills continued to improve on that advantage as training continued.
	The first two cadets to crash on the road in the first year after
	training were in the bottom 15th percentile for divided-attention
	test scores. Implications for driver assessment and training are
	discussed.},
  isbn = {0309071127},
  keywords = {Attention allocation Behind the wheel instruction Cognition Computerized
	testing Decision making Driver training Drivers Evaluation and assessment
	High risk drivers Human subject testing Motor skills Motor vehicle
	operators Performance Police cadets Police pursuit driving Unsafe
	drivers Visual perception},
  pages = {p. 18-24},
  publisher = {Transportation Research Board}
}

@PHDTHESIS{Muchuruza2006,
  author = {Muchuruza, V.},
  title = {Simulation of traffic crashes using cell based micro-simulation},
  year = {2006},
  type = {3252152},
  abstract = {The deterioration of the safety of operation, coupled with the persistent
	increase in rearend crashes, is of great concern in finding accurate
	and realistic methods of modeling traffic flow and preventing traffic
	crashes. For some decades safety evaluation methods have relied on
	analysis of historical crash data. Since crashes are random and rare
	events and, in most cases, are independent events, it is difficult
	to find a sufficient number of crashes on a road section in a relatively
	short time period (e.g., a month or even a year). Thus, multi-year
	collection of crash data is used in safety analysis. Another safety
	evaluation method that has been practiced though in small scale is
	traffic conflict techniques (TCT). The advantage of using TCT in
	safety evaluations is the ability to test or study a safety strategy
	or improvement applied on the roadway facility in a relatively short
	period of time compared with traditional methods, which are dependent
	on crash data. However, use of TCT is not popular; perhaps because
	it needs extensive resources to collect, extract, and analyze conflict
	information. Moreover, like crash data analysis, use of TCT also
	makes concerned authorities reactive to the problem by responding
	to the crashes that have already occurred. Therefore, alternative
	proactive safety evaluation techniques that can improve the quality
	of traffic safety evaluation are needed at this time. One way of
	using proactive safety evaluation techniques and thus become more
	preventive than reactive towards dealing with the overall safety
	problem is to utilize the capability of traffic micro-simulation
	to assess safety on highways through examination of hazardous vehicle
	movements in the traffic stream. Using micro-simulation predictive
	methods, it may be possible to diagnose safety problems and apply
	appropriate remedial measures, rather than waiting until a crash
	occurs to remedy the problem. This means, a hazard can be early identified
	and possibly corrected before implementation of highway projects.
	In addition, the use of simulation tools to evaluate the safety of
	a traffic system can be advantageous because such tools provide extensive
	results for any study area within a relatively short time along with
	other traffic operational measures like level of service, delays,
	travel times, and capacities. Therefore, the objective of this dissertation
	was to analyze numerically the likelihood of the traffic crashes
	that might occur on the highway using cellular based micro-simulations.
	The modeling considered occurrence of rear-end crashes on high-speed
	highways with two lanes of traffic in each direction. Narrowing the
	safety evaluation to rear-end crashes, this study sought to analyze
	these crashes by providing simulation evidence of association between
	time-based traffic safety indicators and driver attributes with the
	likelihood of conflict or collision. To meet the study objectives,
	a stochastic cellular automata traffic model have been extended to
	use field-derived vehicle and driver characteristics. The vehicles'
	acceleration submodel in the simulation is categorized into different
	regimes depending on the prevailing traffic conditions. The vehicles
	evolutions in the proposed micro-simulation model are based on kinematic
	equations to enhance the realism of their advancements. Behavioral
	variance in the model is introduced by taking in consideration both
	driver aggression and responsiveness to the traffic conditions. The
	model is calibrated using field data. Comparison of simulated spacings
	and speeds obtained from the simulation output with vehicle trajectories
	data obtained from the field return a Mean Absolute Percentage Error
	(MAPE) of less than 10% and a Theil's coefficient of inequality (U)
	of about 0.002. These statistics inferred that the proposed model
	worked well in replicating traffic on the field. In addition, correlation
	results showed that simulation results not only agree to the theoretical
	results but also to the detector data collected from the field. The
	driver behavior was found to contri ute more in the likelihood of
	crashes which was determined by amount of great deceleration that
	driver apply to maintain safety during movement. The likelihood of
	vehicles to crash in the model was formulated from the Gamma distribution
	functions. Closer examination of the probability of a vehicle to
	crash in the model indicated that the likelihood of crashing is high
	when the traffic is flowing close to the maximum flow.},
  keywords = {Civil engineering},
  university = {The Florida State University}
}

@ARTICLE{Nagatani1999,
  author = {Nagatani, Takashi},
  title = {Jamming transition in a two-dimensional traffic flow model},
  journal = {Physical Review E},
  year = {1999},
  volume = {59},
  pages = {4857},
  number = {Copyright (C) 2009 The American Physical Society},
  note = {PRE}
}

@ARTICLE{Nagel1996,
  author = {Nagel, Kai},
  title = {Particle hopping models and traffic flow theory},
  journal = {Physical Review E},
  year = {1996},
  volume = {53},
  pages = {4655},
  number = {Copyright (C) 2009 The American Physical Society},
  note = {PRE}
}

@ARTICLE{Nagel1996a,
  author = {Nagel, Kai},
  title = {Particle hopping models and traffic flow theory},
  journal = {Physical Review E},
  year = {1996},
  volume = {53},
  pages = {4655},
  number = {Copyright (C) 2009 The American Physical Society},
  note = {PRE}
}

@ARTICLE{Nagel2003,
  author = {Nagel, Kai and Wagner, Peter and Woesler, Richard},
  title = {Still Flowing: Approaches to Traffic Flow and Traffic Jam Modeling},
  journal = {Operations Research},
  year = {2003},
  volume = {51},
  pages = {681-710},
  number = {5},
  abstract = {Certain aspects of traffic flow measurements imply the existence of
	a phase transition. Models known from chaos and fractals, such as
	nonlinear analysis of coupled differential equations, cellular automata,
	or coupled maps, can generate behavior which indeed resembles a phase
	transition in the flow behavior. Other measurements point out that
	the same behavior could be generated by geometrical constraints of
	the scenario. This paper looks at some of the empirical evidence,
	but mostly focuses on different modeling approaches. The theory of
	traffic jam dynamics is reviewed in some detail, starting from the
	well-established theory of kinematic waves and then veering into
	the area of phase transitions. One aspect of the theory of phase
	transitions is that, by changing one single parameter, a system can
	be moved from displaying a phase transition to not displaying a phase
	transition. This implies that models for traffic can be tuned so
	that they display a phase transition or not. This paper focuses on
	microscopic modeling, i.e., coupled differential equations, cellular
	automata, and coupled maps. The phase transition behavior of these
	models, as far as it is known, is discussed. Similarly, fluid-dynamical
	models for the same questions are considered. A large portion of
	this paper is given to the discussion of extensions and open questions,
	which makes clear that the question of traffic jam dynamics is, albeit
	important, only a small part of an interesting and vibrant field.
	As our outlook shows, the whole field is moving away from a rather
	static view of traffic toward a dynamic view, which uses simulation
	as an important tool.}
}

@INPROCEEDINGS{Newell1965,
  author = {Newell, G.F},
  title = {Instability in dense highway traffic, a review},
  booktitle = {Proceedings of the Second International Symposium on Transportation
	and Traffic Theory},
  year = {1965},
  pages = {73-83},
  address = {London},
  owner = {wf},
  timestamp = {2010.09.21}
}

@ARTICLE{Newell2002,
  author = {Newell, G. F.},
  title = {A simplified car-following theory: a lower order model},
  journal = {Transportation Research Part B: Methodological},
  year = {2002},
  volume = {36},
  pages = {195-205},
  number = {3}
}

@ARTICLE{Newell1961,
  author = {Newell, G. F.},
  title = {Nonlinear Effects in the Dynamics of Car Following},
  journal = {Operations Research},
  year = {1961},
  volume = {9},
  pages = {pp. 209-229},
  number = {2},
  abstract = {It is assumed that the velocity of a car at time t is some (nonlinear)
	function of the spacial headway at time t- Δ, so the equations of
	motion for a sequence of cars consists of a set of differential-difference
	equations. There is a special family of velocity-headway relations
	that agrees well with experimental data for steady flow, and that
	also gives differential equations which for Δ =0 can be solved explicitly.
	Some exact solutions of these equations show that a small amplitude
	disturbance propagates through a series of cars in the manner described
	by linear theories except that the dependence of the wave velocity
	on the car velocity causes an accleration wave to spread as it propagates
	and a deceleration wave to form a stable shock. These conclusions
	are then shown to hold for quite general types of velocity-headway
	relations, and to yield a theory that in certain limiting cases gives
	all the results of the linear car-following theories and in other
	cases all the features of the nonlinear continuum theories, plus
	a detailed picture of the shock structure.},
  copyright = {Copyright © 1961 INFORMS},
  issn = {0030364X},
  jstor_articletype = {research-article},
  jstor_formatteddate = {Mar. - Apr., 1961},
  language = {English},
  owner = {wf},
  publisher = {INFORMS},
  timestamp = {2010.09.17}
}

@PHDTHESIS{Nilsson2001,
  author = {Nilsson, Rickard},
  title = {Safety margins in the driver},
  year = {2001},
  type = {C807166},
  abstract = {The primary aim of this thesis is to highlight the most important
	features of driving and to describe the models that have attempted
	to conceptualise these features. The discussion focuses on the concept
	of "safety margin." The concept is elaborated upon in an effort to
	enhance its usefulness as an empirical tool in traffic research.
	In this study, safety margin is defined as a threshold value that
	informs the driver when to undertake an action to minimise the risk
	of a car accident. Three separate studies of various driver behaviours
	are presented as illustrations of how this view can be applied in
	a real highway traffic setting. One study (Study I), consisting of
	three independent but related experiments, examines car following;
	a second study (Study II) explores gap acceptance at a T-crossing;
	and a third study (Study III) investigates drivers' braking decisions.
	The overall findings of the present studies suggest that it is valid
	to model driver behaviour as a concern related to the control of
	safety margins. It was shown that the driver controls time-distance
	dynamics to leading and following cars when driving in a queue. A
	bias in the drivers' impressions of distances to leading and following
	vehicles that has safety promoting implications was also found. There
	was no evidence for the hypothesised use of the limit for dissolution
	of time-distance to oncoming vehicles for merging decisions at a
	T-junction. Drivers' rules for establishing braking decisions were
	successfully assessed in a field study using linear regression.},
  keywords = {Cognitive therapy},
  university = {Uppsala Universitet (Sweden)}
}

@MISC{Ogle2002,
  author = {Ogle, J. and Guensler, R. and Bachman, W. and Koutsak, M. and Wolf,
	J.},
  title = {ACCURACY OF GLOBAL POSITIONING SYSTEM FOR DETERMINING DRIVER PERFORMANCE
	PARAMETERS},
  year = {2002},
  abstract = {Global Positioning System (GPS) technology can continuously monitor
	the time and location of vehicle usage. By recording and analyzing
	detailed vehicle activity data, researchers can analyze the safety
	and environmental implications of driver behavior and trip-making
	patterns. In 2000, the National Highway Traffic Safety Administration
	(NHTSA) awarded the Georgia Institute of Technology a contract to
	equip 1,100 vehicles with a GPS-enhanced device to collect speed
	and location data. The objective was to acquire more accurate information
	on the role of excessive speed on crash frequency and severity. GPS
	technology allows the researcher to continuously measure driver speed,
	acceleration, and location. When merged with roadway characteristics
	within a geographic information system (GIS) environment, determinations
	of driver risk-taking behavior can be made. Second, continuous logging
	of GPS data allows researchers to capture high-resolution vehicle
	activity immediately before a crash event, reducing the potential
	error and bias introduced during determination of precrash speed
	estimates. Until May 1, 2000, the military degraded the position
	accuracy of GPS signals for commercial use, known as selective availability.
	For researchers, life without selective availability is a great improvement.
	Travel routes can clearly be discerned without the addition of differential
	correction units. The accuracy of speed, acceleration, and position
	data obtained from GPS signals for use in determining driver performance
	parameters without selective availability was tested. The test included
	four GPS packages, both corrected and uncorrected, simultaneously
	validated against a distance-measuring instrument. Equipment configuration,
	data collection methods, and sources of error are reported. The results
	suggested that noncorrected data can be used to obtain data within
	a reasonable range of the application requirements. Even without
	selective availability, GPS accuracy is still problematic in urban
	canyons and under heavy tree canopies. Although filtering for urban
	canyon outliers is labor intensive in a continuous monitoring situation,
	improvements in GIS hold promise for automation of this task.},
  isbn = {0309077435},
  keywords = {Acceleration (Mechanics) Accuracy Behavior Behaviour Drivers Geocoding
	Geographic information systems GIS Global Positioning System GPS
	Human behavior Locating Location Monitoring Monitoring systems Motor
	vehicle operators Placement (Location) Risk taking Site selection
	Speed Travel patterns},
  pages = {p. 12-24},
  publisher = {Transportation Research Board}
}

@PHDTHESIS{Ogle2005,
  author = {Ogle, Jennifer Harper},
  title = {Quantitative assessment of driver speeding behavior using instrumented
	vehicles},
  year = {2005},
  type = {3170092},
  abstract = {Previous research regarding the relationship between speeding behavior
	and crashes suggests that drivers who engage in frequent and extreme
	speeding behavior are over-involved in crashes.However, many of these
	earlier studies relied on estimates of prevailing and pre-crash speeds,
	and as a result, their conclusions have been questioned. Over the
	last several years automotive manufacturers have begun installing
	airbag systems that collect and maintain accurate pre-crash speeds.
	Though, patterns of driver speeding behavior are also necessary to
	discern whether drivers who regularly participate in speeding have
	increased risk of crash involvement. This dissertation presents a
	framework and methods for quantifying and analyzing individual driver
	behavior using instrumented vehicles. The goals of the research were
	threefold: (1) Develop processing methods and observational coding
	systems for quantifying driver speeding using instrumented vehicle
	data; (2) Develop a framework for analyzing aggregate and individual
	driver speeding behavior; and (3) Explore the potential application
	of behavioral safety concepts to transportation safety problems.
	Quantitative assessments of driver speeding behavior could be used
	in combination with event data recorder data to analyze crash risk.
	Additionally, speed behavior models could aid in the early identification
	of problem behavior as well as in the development of targeted countermeasure
	programs. For this research, 172 instrumented vehicles from the Commute
	Atlanta program were utilized to collect individual driver speeding
	behavior. Continuous monitoring capabilities allowed the capture
	of speed and location for every second of vehicle operation. Driver
	speeds were then matched to road networks and subsequently to posted
	speed limits using a geographic information system. This allowed
	calculation of differences between drivers speed and posted speed.
	Several processes were developed to assess the accuracy and the completeness
	of the data prior to analysis. Finally, metrics and analysis frameworks
	were tested for their potential usefulness in future behavioral risk
	analysis. The results of the research were both positive and staggering.
	On average, nearly 40% of all driving activity by the sample population
	was above the posted speed limit. The amount and extent of speeding
	was highest for young drivers. Trends indicate that speeding behavior
	decreases in amount and extent as age increases.},
  keywords = {Civil engineering Geotechnology},
  university = {Georgia Institute of Technology}
}

@ARTICLE{Oliver2000,
  author = {Oliver, N. and Pentland, A. P.},
  title = {Driver behavior recognition and prediction in a SmartCar},
  journal = {Enhanced and Synthetic Vision 2000},
  year = {2000},
  volume = {4023},
  pages = {280-290},
  note = {Times Cited: 2 Verly, JG Conference on Enhanced and Synthetic Vision
	2000 Apr 24-25, 2000 Orlando, fl},
  abstract = {This paper presents our SmartCar testbed platform: a real-time data
	acquisition and playback system and a machine learning -dynamical
	graphical models- framework for modeling and recognizing driver maneuvers
	at a tactical level, with particular focus on how contextual information
	affects the driver's performance. The SmartCar's perceptual input
	is multi-modal: four video signals capture the surrounding traffic,
	the driver's head position and the driver's viewpoint; and a real-time
	data acquisition system records the car's brake, gear, steering wheel
	angle, speed and acceleration throttle signals. We have carried out
	driving experiments with the instrumented car over a period of 2
	months. Over 70 drivers have driven the SmartCar for 1.25 hours in
	the greater Boston area. Dynamical Graphical models, HMMs and potentially
	extensions (CHMMs), have been trained using the experimental driving
	data to create models of seven different driver maneuvers: passing,
	changing lanes right and left, turning right and left, starting and
	stopping. These models are essential to build more realistic automated
	cars in car simulators, to improve the human-machine interface in
	driver assistance systems, to prevent potential dangerous situations
	and to create more realistic automated cars in car simulators.}
}

@PHDTHESIS{Ossen2008,
  author = {Ossen, S.J.L},
  title = {Longitudinal driving behavior: theory and empirics},
  school = {Technische Universiteit Delft},
  year = {2008},
  address = {Delft, Netherlands},
  owner = {wf},
  timestamp = {2010.09.21}
}

@ARTICLE{Ossen2008a,
  author = {Ossen, Saskia and Hoogendoorn, Serge},
  title = {Validity of Trajectory-Based Calibration Approach of Car-Following
	Models in Presence of Measurement Errors},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2008},
  volume = {2088},
  pages = {117--125},
  number = {-1},
  month = dec,
  abstract = {Interest in calibration of car-following models by using real-life
	microscopic trajectory data is increasing. However, more information
	is needed on the influence of methodological issues on calibration
	results as well as on the influence of practical issues related to
	the use of real-life data. In particular, the influence of measurement
	errors on parameter estimates has not yet been considered in detail.
	To gain insight into the influence of measurement errors on calibration
	results, synthetic data were created to which several types of measurement
	error are introduced. These data are input to a validated calibration
	procedure, after which it is studied how well the parameters used
	for creating the data can be identified from the erroneous data.
	The sensitivity of the objective function to small changes in the
	optimal parameters also is assessed. The calibrations are repeated
	by using different variables in the objective. The three main findings
	are that (a) measurement errors can yield a considerable bias in
	the estimation results, (b) parameters minimizing the objective function
	do not necessarily capture following dynamics best, and (c) measurement
	errors substantially reduce the sensitivity of the objective function
	and consequently reduce the reliability of estimation results. The
	extent to which these problems caused by measurement errors can be
	avoided by smoothing the data carefully before use is assessed and
	discussed.},
  owner = {wf},
  timestamp = {2011.03.05},
  url = {http://dx.doi.org/10.3141/2088-13}
}

@ARTICLE{Papageorgiou1998,
  author = {Papageorgiou, Markos},
  title = {Some remarks on macroscopic traffic flow modelling},
  journal = {Transportation Research Part A: Policy and Practice},
  year = {1998},
  volume = {32},
  pages = {323-329},
  number = {5},
  abstract = {This note contributes to the discussion on the current state and the
	prospectives of macroscopic traffic flow modelling. It is argued
	that macroscopic traffic flow models may never reach the descriptive
	accuracy level of other domains in physics and engineering. On the
	other hand, there is an eminent need for computer codes emulating
	dynamic traffic phenomena for various traffic engineering tasks (simulation,
	planning, control strategy design and testing etc.) hence the need
	to emphasize practical model validation work at the current stage
	of developments. Some properties of macroscopic traffic flow models
	are outlined and the usefulness of second-order approaches, as evidenced
	in empirical validation results, is underlined.},
  keywords = {traffic flow modelling macroscopic models model validation}
}

@ARTICLE{Pentland1999,
  author = {Pentland, Alex and Liu, Andrew},
  title = {Modeling and prediction of human behavior},
  journal = {Neural Comput.},
  year = {1999},
  volume = {11},
  pages = {229-242},
  number = {1}
}

@ARTICLE{Prokop2001,
  author = {Prokop, G.},
  title = {Modeling human vehicle driving by model predictive online optimization},
  journal = {Vehicle System Dynamics},
  year = {2001},
  volume = {35},
  pages = {19-53},
  number = {1},
  note = {Times Cited: 17},
  abstract = {A driver model is designed which relates the driver's action to his
	perception, driving experience, and preferences over a wide range
	of possible traffic situations. The basic idea behind the work is
	that the human uses his sensory perception and his expert knowledge
	to predict the vehicle's future behavior for the next few seconds
	(prediction model). At a certain sampling rate the vehicle's future
	motion is optimized using this prediction model, in order to meet
	certain objectives. The human tries to follow this optimal behavior
	using a compensatory controller. Based on this hypothesis, human
	vehicle driving is modeled by a hierarchical controller. A repetitive
	nonlinear optimization is employed to plan the vehicle's future motion
	(trajectory planning task), using an SQP algorithm. This is combined
	with a PID tracking control to minimize its deviations. The trajectory
	planning scheme is experimentally verified for undisturbed driving
	situations employing various objectives, namely ride comfort, lane
	keeping, and minimized speed variation. The driver model is then
	applied to study path planning during curve negotiation under various
	preferences. A highly dynamic avoidance maneuver (standardized ISO
	double lane change) is then simulated to investigate the overall
	stability of the closed loop vehicle/driver system.}
}

@INPROCEEDINGS{Punzo2009,
  author = {Punzo, Vincenzo and Borzacchiello, Maria Teresa and Ciuffo, Biagio,
	Filippo},
  title = {Estimation of Vehicle Trajectories from Observed Discrete Positions
	and Next-Generation Simulation Program (NGSIM) Data},
  booktitle = {Transportation Research Board 88th Annual Meeting},
  year = {2009},
  pages = {17p},
  abstract = {Vehicle trajectory datasets, available to the scientific community
	within the successful Next-Generation Simulation (NGSIM) program,
	are offering exciting opportunities to explore traffic phenomena.
	Nonetheless, measurement errors in available data are increasingly
	attracting the attention of researchers. This study took up the challenge
	of inspecting the overall set of the most recent datasets available
	on-line within the NGSIM program, proposing a systematic methodology
	based on a novel statement of the problem, especially regarding the
	issue of trajectory data consistency. As well as stating a general
	criterion to estimate unbiased trajectories, the authors offer allowed
	comprehensive review of filtering techniques applied to trajectory
	data and point out the requirements of estimation techniques. As
	regards the bias in the estimation of inter-vehicle spacing referred
	to as platoon consistency, non-negligible errors were detected in
	all datasets. It is argued that the requirement of consistency is
	significant for almost all the applications using such data. This
	research, entailing jerk analysis, consistency analysis and spectral
	analysis, also provided numerical evidence for the very low quality
	of estimated accelerations and jerks in particular for one set of
	databases. The results are also expected to steer users toward choosing
	the most appropriate dataset.},
  comment = {Transportation Research Board 88th Annual MeetingTransportation Research
	BoardWashington,DC,USA StartDate:20090111 EndDate:20090115 Sponsors:Transportation
	Research Board},
  keywords = {Databases, Next Generation Simulation program, Operations, Traffic
	data, Traffic estimation, Traffic safety, Trip estimation, Vehicle
	spacing, Vehicle trajectories},
  owner = {Administrator},
  timestamp = {2011.01.05}
}

@ARTICLE{Punzo2005,
  author = {Punzo, Vincenzo and Formisano, Domenico and Torrieri, Vincenzo},
  title = {Nonstationary Kalman Filter for Estimation of Accurate and Consistent
	Car-Following Data},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2005},
  volume = {1934},
  pages = {1--12},
  number = {-1},
  month = jan,
  abstract = {Difficulty in obtaining accurate car-following data has traditionally
	been regarded as a considerable drawback in understanding real phenomena
	and has affected the development and validation of traffic microsimulation
	models. Recent advancements in digital technology have opened up
	new horizons in the conduct of research in this field. Despite the
	high degrees of precision of these techniques, estimation of time
	series data of speeds and accelerations from positions with the required
	accuracy is still a demanding task. The core of the problem is filtering
	the noisy trajectory data for each vehicle without altering platoon
	data consistency; i.e., the speeds and accelerations of following
	vehicles must be estimated so that the resulting intervehicle spacings
	are equal to the real one. Otherwise, negative spacings can also
	easily occur. The task was achieved in this study by considering
	vehicles of a platoon as a sole dynamic system and reducing several
	estimation problems to a single consistent one. This process was
	accomplished by means of a nonstationary Kalman filter that used
	measurements and time-varying error information from differential
	Global Positioning System devices. The Kalman filter was fruitfully
	applied here to estimation of the speed of the whole platoon by including
	intervehicle spacings as additional measurements (assumed to be reference
	measurements). The closed solution of an optimization problem that
	ensures strict observation of the true intervehicle spacings concludes
	the estimation process. The stationary counterpart of the devised
	filter is suitable for application to position data, regardless of
	the data collection technique used, e.g., video cameras.},
  owner = {wf},
  timestamp = {2010.11.16},
  url = {http://dx.doi.org/10.3141/1934-01}
}

@ARTICLE{Punzo2005a,
  author = {Punzo, Vincenzo and Formisano, Domenico, Josto and Torrieri, Vincenzo},
  title = {Nonstationary Kalman Filter for Estimation of Accurate and Consistent
	Car-Following Data},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2005},
  volume = {1934},
  pages = {3-12},
  number = {1934},
  abstract = {Difficulty in obtaining accurate car-following data has traditionally
	been regarded as a considerable drawback in understanding real phenomena
	and has affected the development and validation of traffic microsimulation
	models. Recent advancements in digital technology have opened up
	new horizons in the conduct of research in this field. Despite the
	high degrees of precision of these techniques, estimation of time
	series data of speeds and accelerations from positions with the required
	accuracy is still a demanding task. The core of the problem is filtering
	the noisy trajectory data for each vehicle without altering platoon
	data consistency; i.e., the speeds and accelerations of following
	vehicles must be estimated so that the resulting intervehicle spacings
	are equal to the real one. Otherwise, negative spacings can also
	easily occur. The task was achieved in this study by considering
	vehicles of a platoon as a sole dynamic system and reducing several
	estimation problems to a single consistent one. This process was
	accomplished by means of a nonstationary Kalman filter that used
	measurements and time-varying error information from differential
	Global Positioning System devices. The Kalman filter was fruitfully
	applied here to estimation of the speed of the whole platoon by including
	intervehicle spacings as additional measurements (assumed to be reference
	measurements). The closed solution of an optimization problem that
	ensures strict observation of the true intervehicle spacings concludes
	the estimation process. The stationary counterpart of the devised
	filter is suitable for application to position data, regardless of
	the data collection technique used, e.g., video cameras.},
  issn = {0309094089},
  keywords = {Acceleration (Mechanics), Accuracy, Car following, Convoy driving,
	Estimating, Global Positioning System, GPS, Kalman filtering, Microsimulation,
	Platooning, Speed, Traffic models, Traffic platooning, Vehicle spacing},
  owner = {Administrator},
  publisher = {Transportation Research Board},
  timestamp = {2011.01.05}
}

@PHDTHESIS{Rix2005,
  author = {Rix, J. J.},
  title = {Identification of the closed-loop steering behaviour of a driver},
  year = {2005},
  type = {U213171},
  abstract = {This dissertation reports on the study of identification of driver
	steering behaviour. Attention is focused on driver's behaviour in
	closed-loop and the adaptation of this behaviour to changes in the
	vehicle parameters. A description of the experimental work is presented. 
	This includes construction of a PC-based driving simulator and the
	development of a test matrix and experimental procedure in order
	to gather human steering behaviour data.  Experiments were performed
	using a single degree-of-freedom unicycle model and on a two degree-of-freedom
	bicycle model.  In both unicycle and bicycle experiments the vehicle
	parameters were changed causing the test subjects to change their
	steering behaviour. Problems associated with the cross-spectral method
	and the indirect method in identifying closed-loop driver steering
	behaviour was investigated.  Both methods are shown to be susceptible
	to systematic bias errors, because output noise is correlated through
	the feedback path with the input.  This dissertation contributes
	a nonparametric identification scheme for closed-loop systems, and
	in particular the driver-vehicle system.  It is believe that all
	previous nonparametric identification of closed-loop human control
	behaviour has neglected to take account of this potential bias error. 
	Nonparametric identification of the changed driver behaviour from
	driving data collected using the driving simulator is successfully
	carried out. Recursive identification of measured driver-unicycle
	data is carried out, resulting in the identification of driver adaptation
	to changes in vehicle parameters.  It is believed that this was the
	first time that recursive parameter identification has been used
	to identify adaptation in the driver. Learning algorithms were successfully
	applied to a simulated vehicle steering task.  From a comparison
	between learning algorithm performance and the adaptation rates observed
	for the driver-unicycle system found the learning algorithms to be
	many orders of magnitude slower.  Directions for further work are
	outlined.},
  keywords = {Experimental psychology},
  university = {University of Cambridge (United Kingdom)}
}

@ARTICLE{Rockwell1968,
  author = {Rockwell, T.H., Ernest, R.L. and Hanken},
  title = {A sensitivity analysis of empirically derived car-following models},
  journal = {Transportation Research},
  year = {1968},
  volume = {2(4)},
  pages = {363-373},
  owner = {wf},
  timestamp = {2010.11.16}
}

@PHDTHESIS{Rolls1992,
  author = {Rolls, Geoffrey W. P.},
  title = {Social psychological aspects of driver behaviour and accident potential
	in younger drivers},
  year = {1992},
  type = {C322915},
  abstract = {Many studies have shown that young drivers (under 26 years) are over-represented
	in the accident statistics. Until recently, there has been limited
	research in the U.K. relating characteristics of young drivers with
	accident risk, other than analysis of statistics and studies of drunk-driving.
	Many of these traditional approaches, which adopt the view of driving
	as a predominantly skill-based activity, are shown to be of limited
	use in explaining the driving behaviour of young drivers (predominantly
	males) once a driver has acquired the skills necessary to drive.
	After this stage, other influences have an increasing effect on driving
	behaviour. There is scope for a new multi-method approach concentrating
	on the social aspects of car driving behaviour. This thesis contributes
	to the understanding of car driving behaviour by examining a number
	of fundamental social issues which underlie car driver behaviour
	and which can be explained with reference to several psychological
	theories or hypotheses. Issues which are addressed include: driver
	ability and risk assessment, lifestyle, perceptions of cars and driving,
	peer and passenger effects, drinking behaviour and the car culture
	of young male drivers. Particular emphasis is placed on how and to
	what extent these affect younger male car driving behaviour. Two
	studies are reported. The first, which involved 439 drivers, identified
	a number of aspects of driver behavior and performance which help
	account for the different accident involvement rates across age whilst
	taking into account driving experience and exposure. The first study
	identified inter-group differences, the second explored, in more
	detail, intra-group differences evident within the younger male group
	(17-25 year olds). this involved interviewing 56 drivers, previously
	categorised as 'safe' or 'unsafe', and giving them the opportunity
	to provide their own accounts and explanations for their driving
	behaviour based on their own realities and experiences. Results demonstrate
	the merit of such a qualitative approach and show that young drivers
	should not be treated or labelled as one homogeneous group. An argument
	is presented for further investigation into 'young problem drivers'
	rather than the 'young driver problem' on which research has largely
	concentrated to date. In-depth understanding of the driving phenomenon
	will assist in developing effective measures to overcome those characteristics
	of driving and social behaviour which are identified as contributory
	factors to accident involvement, such measures could involve education,
	training, publicity and policy changes.},
  keywords = {Social psychology},
  university = {University of Southampton (United Kingdom)}
}

@BOOK{S.Kerner2009,
  title = {Introduction to Modern Traffic Flow Theory and Control},
  publisher = {Springer Berlin / Heidelberg},
  year = {2009},
  author = {Boris S.Kerner},
  address = {Berlin},
  owner = {wf},
  timestamp = {2011.03.13}
}

@PHDTHESIS{Said2008,
  author = {Said, D.},
  title = {Development of the interrelationship between driver behaviour and
	highway design and safety},
  school = {Carleton University (Canada)},
  year = {2008},
  address = {Ottawa, Canada},
  abstract = {The major goal of any transportation system is the safe and efficient
	movement of people and goods. In the case of the highway infrastructure,
	there are three components to this transportation system; the road,
	the vehicle, and the driver. The interaction between the characteristics
	of these three components controls the level of safety on roads.
	Therefore, the effective provision of safety on highways should aim
	jointly at these three components. There has been a great evolution
	in the characteristics of two of these components; the vehicle and
	the driver. However, geometric design of roads has not been updated
	enough to be integrated with these two components. To date, geometric
	elements are designed based on assumptions and criteria studied and
	verified over 60 years ago. Therefore, the objective of this research
	is to relate driver behaviour to geometric characteristics of the
	highway and to safety. It is aimed at improving the current geometric
	guides to accommodate the driver behaviour in a quantitative manner.
	This is accomplished through focusing on the road user as a main
	element in highway design. To fulfill this objective, an experiment
	was designed to collect driver behaviour data using an instrumented
	test vehicle. Thirty volunteers were recruited to drive the vehicle
	on a route consisting of different functional classes of highways.
	The data collected from these instruments along with the geometric
	alignment of the highways traversed formed a large database, which
	was used to evaluate the interaction between driver behaviour and
	geometric characteristics of the road. The models developed were
	in turn used to develop updates to the current geometric design guides.
	These driver behaviour models were then used to relate driver behaviour
	to safety on roads. The importance of this research lies in its economic
	and social impacts. Economic impacts can be realized in terms of
	reduced property loss, large savings in terms of medical expenditure
	and insurance claims, and significant reduction in lost working days
	due to injury or loss of earning power due to death. The social benefits
	of improving highway safety, in terms of reduced fatalities and injuries
	are even more significant.},
  keywords = {Civil engineering Transportation planning},
  university = {Carleton University (Canada)}
}

@ARTICLE{Salvucci2006,
  author = {Salvucci, Dario D.},
  title = {Modeling Driver Behavior in a Cognitive Architecture},
  journal = {Human Factors: The Journal of the Human Factors and Ergonomics Society},
  year = {2006},
  volume = {48},
  pages = {362-380},
  number = {2},
  abstract = {Objective: This paper explores the development of a rigorous computational
	model of driver behavior in a cognitive architecture--a computational
	framework with underlying psychological theories that incorporate
	basic properties and limitations of the human system. Background:
	Computational modeling has emerged as a powerful tool for studying
	the complex task of driving, allowing researchers to simulate driver
	behavior and explore the parameters and constraints of this behavior.
	Method: An integrated driver model developed in the ACT-R (Adaptive
	Control of Thought-Rational) cognitive architecture is described
	that focuses on the component processes of control, monitoring, and
	decision making in a multilane highway environment. Results: This
	model accounts for the steering profiles, lateral position profiles,
	and gaze distributions of human drivers during lane keeping, curve
	negotiation, and lane changing. Conclusion: The model demonstrates
	how cognitive architectures facilitate understanding of driver behavior
	in the context of general human abilities and constraints and how
	the driving domain benefits cognitive architectures by pushing model
	development toward more complex, realistic tasks. Application: The
	model can also serve as a core computational engine for practical
	applications that predict and recognize driver behavior and distraction.}
}

@MISC{Salvucci2001,
  author = {Salvucci, D. D. and Boer, E. R. and Liu, A.},
  title = {TOWARD AN INTEGRATED MODEL OF DRIVER BEHAVIOR IN COGNITIVE ARCHITECTURE},
  year = {2001},
  abstract = {Driving is a multitasking activity that requires drivers to manage
	their attention among various driving- and non-driving-related tasks.
	When one models drivers as continuous controllers, the discrete nature
	of drivers' control actions is lost and with it an important component
	for characterizing behavioral variability. A proposal is made for
	the use of cognitive architectures for developing models of driver
	behavior that integrate cognitive and perceptual-motor processes
	in a serial model of task and attention management. A cognitive architecture
	is a computational framework that incorporates built-in, well-tested
	parameters and constraints on cognitive and perceptual-motor processes.
	All driver models implemented in a cognitive architecture necessarily
	inherit these parameters and constraints, resulting in more predictive
	and psychologically plausible models than those that do not characterize
	driving as a multitasking activity. These benefits are demonstrated
	with a driver model developed in the ACT-R cognitive architecture.
	The model is validated by comparing its behavior to that of human
	drivers navigating a four-lane highway with traffic in a fixed-based
	driving simulator. Results show that the model successfully predicts
	aspects of both lower-level control, such as steering and eye movements
	during lane changes, and higher-level cognitive tasks, such as task
	management and decision making. Many of these predictions are not
	explicitly built into the model but come from the cognitive architecture
	as a result of the model's implementation in the ACT-R architecture.},
  isbn = {0309072379},
  keywords = {Attention Behavior Behaviour Cognition Cognitive architecture Computer
	models Cornering Curve negotiation Decision making Drivers Eye movements
	Human behavior Lane changing Motor vehicle operators Multitasking
	Perception Software validation Steering Validation},
  pages = {p. 9-16},
  publisher = {Transportation Research Board}
}

@ARTICLE{Salvucci2002,
  author = {Salvucci, Dario D. and Liu, Andrew},
  title = {The time course of a lane change: Driver control and eye-movement
	behavior},
  journal = {Transportation Research Part F: Traffic Psychology and Behaviour},
  year = {2002},
  volume = {5},
  pages = {123-132},
  number = {2},
  keywords = {Driver behavior Lane changes Eye movements Integrated driver model}
}

@ARTICLE{Schoenhof2009,
  author = {Schönhof, Martin and Helbing, Dirk},
  title = {Criticism of three-phase traffic theory},
  journal = {Transportation Research Part B: Methodological},
  year = {2009},
  volume = {43},
  pages = {784-797},
  number = {7},
  abstract = {After introducing the history and main points of three-phase traffic
	theory, we continue with a critical discussion based on its theoretical
	features and empirical traffic data. Our data originate from the
	German freeway A5 close to Frankfurt, i.e. from the same freeway
	section that has been the basis for the development of three-phase
	traffic theory. Despite of this, we end up with partially different
	interpretations of the observations. In particular, we highlight
	findings that are inconsistent with three-phase traffic theory and
	facts that question the concept of a "general pattern" of congested
	traffic flow. Finally, we discuss some open problems that call for
	the development of improved traffic models and further empirical
	studies.},
  keywords = {Traffic breakdowns and congestion Three-phase traffic theory General
	pattern Synchronized flow Pinch effect Wide scattering}
}

@PHDTHESIS{Seco1991,
  author = {Seco, A. J. d M.},
  title = {Driver behaviour at uncontrolled junctions},
  year = {1991},
  type = {U040466},
  abstract = {Three main areas of research were identified: study of drivers' approaching
	patterns to junctions; description of drivers; interactions and decisions
	when trying to enter a T-junction working under the near-side priority
	rule; evaluation of the performance of the near-side priority rule
	both in terms of its ability to regulate light traffic conditions
	and in relation to safety. The work was done based on data collected
	at Portuguese junctions during the period March/May 1989. To describe
	drivers' approaching patterns to junctions a descriptive model was
	developed using multiple regression techniques. Linear relations
	between a number of explanatory variables and the variables describing
	the approaching movements (vehicles' speeds at different points and
	the inverse of travel times measured in selected sections of the
	roads) were obtained. The relative importance of the explanatory
	factors tended to change during the approach to the junctions with
	the initial motion conditions being the most important in the initial
	stages and the influence of the priority streams of traffic and of
	the decisions related to the priority utilisation process gaining
	importance nearer to the junction. Standard drivers' behaviour patterns
	were identified as was some characteristic behaviour variability
	which, it was considered, corresponded to different driving styles.
	To study the interactions between conflicting drivers wishing to
	enter a T-junction working under the near-side priority rule, a methodology
	based in gap acceptance concepts was developed. A concept of negative
	lag was introduced to represent situations in which a non-priority
	vehicle faces a stopped priority one when it arrives at the junction.
	An important aspect of the approach used is that it enables the description
	of each situation in accordance with the priority theory even when
	the rules are not respected. From the results obtained it could be
	concluded that, on one hand, a significant number of vehicles' interactions
	were wrongly solved from the priority rule point of view, while on
	the other hand the existence of intransitive situations did not prove
	a significant problem in fluidity terms. The `natural expectancies'
	(wrong feeling of superiority shown specially by straight-through
	vehicles using the side of the road nearer to the interrupting leg)
	and the `follow-out' (tendency to follow another vehicle into the
	junction if it is performing the same movement) phenomena have shown
	particular influence on the way drivers' interactions were solved.},
  keywords = {Civil engineering},
  university = {University of Leeds (United Kingdom)}
}

@PHDTHESIS{Shehab2007,
  author = {Shehab, M.},
  title = {The effects of heavy goods vehicles (HGVs) on driver behaviour while
	car-following},
  year = {2007},
  type = {C828819},
  abstract = {Car-following is instrumental when studying traffic flow at the microscopic
	level. Various factors are believed to influence the car-following
	process, some relate to driver characteristics while others relate
	to environmental, road and traffic conditions. The current state
	of knowledge regarding the effects of lead vehicle type, and especially
	those of heavy goods vehicles (HGVs), on the car-following process
	is very limited. Contradicting findings have been inferred from previous
	studies on the effects of HGVs as lead vehicles on car-following
	behaviour. Furthermore, the sources of the effects of HGVs on car-following
	have not been addressed. This study addresses the effects of HGVs
	as lead vehicles on drivers' car-following behaviour. This was done
	by utilizing 30 test subjects to drive the TRG's instrumented vehicle
	in the traffic stream, where it was found that drivers increase their
	time gaps while following HGVs compared to following vans and cars.
	Furthermore, the effects of HGVs on driver behaviour were found to
	increase on upgrade sections. As regards driver characteristics'
	effects on car-following, male drivers were observed to follow at
	smaller headways than female drivers. Moreover, older drivers followed
	at the largest headways while no differences in headways were observed
	between young and middle aged drivers. Young female drivers and middle
	aged drivers of both genders displayed the greatest stability in
	driver behaviour while old drivers of both genders and young male
	drivers displayed less stable behaviour. Additionally, no effect
	of trailing vehicle type on driver behaviour while following was
	observed in this study. This study confirmed two of the hypothesized
	sources of HGVs' effects on driver behaviour, those being vision
	obscuration and psychological impacts. Another valuable contribution
	of this study was testing whether time headway is constant for an
	individual driver, where it was found that drivers do not maintain
	constant time gaps from one following process to another. Finally,
	a linear model was developed to enable prediction of time gaps.},
  keywords = {Civil engineering Transportation planning},
  university = {University of Southampton (United Kingdom)}
}

@ARTICLE{Shinar1998,
  author = {Shinar, David},
  title = {Aggressive driving: the contribution of the drivers and the situation},
  journal = {Transportation Research Part F: Traffic Psychology and Behaviour},
  year = {1998},
  volume = {1},
  pages = {137-160},
  number = {2},
  abstract = {Aggressive driving is defined in terms of the frustration-aggression
	model. In that context aggressive driving is a syndrome of frustration-driven
	behaviors, enabled by the driver's environment. These behaviors can
	either take the form of instrumental aggression--that allows the
	frustrated driver to move ahead at the cost of infringing on other
	road users' rights (e.g., by weaving and running red lights)--or
	hostile aggression which is directed at the object of frustration
	(e.g., cursing other drivers). While these behaviors may be reflective
	of individual differences in aggression, it is argued that the exclusive
	focus on the characteristics of the aggressive drivers and how to
	control them is short-sighted. Instead, this paper proposes a multi-factor
	approach to the problem. Five studies conducted so far tend to support
	this approach, by showing that specific aggressive behaviors--such
	as honking and running red lights--are associated with cultural norms,
	actual and perceived delays in travel, and congestion. Ergonomics-oriented
	approaches that involve environmental modifications are proposed.},
  keywords = {Agression Road rage Red light running Horn honking}
}

@ARTICLE{Summala,
  author = {Summala, Heikki},
  title = {Accident risk and driver behaviour},
  journal = {Safety Science},
  volume = {22},
  pages = {103-117},
  number = {1-3},
  abstract = {The concepts of risk compensation and risk homeostasis are often used
	to describe or to explain drivers' tendencies to react to traffic
	system changes whether in roads, vehicles, weather conditions or
	in their own skills. However, it is important to distinguish between
	the general phenomenon and mechanisms underlying it. This paper first
	points out that to understand the basic mechanisms it is necessary
	to split accidents and exposure into smaller entities to arrive at
	basic units of exposure which also represent fundamental driver tasks.
	Risk-related behaviour should be considered at several hierarchical
	levels with different mechanisms to produce [`]risk compensation'.
	At a high level, trip decisions modify populations at risk in different
	circumstances, sometimes attenuating, sometimes amplifying population
	risk differences. At a low level of vehicle control and guidance
	in real dynamic traffic situations, simpler control mechanisms which
	result in behavioural adaptation can be identified. All these effects
	influence the end result of accident risk as separate mechanisms.}
}

@ARTICLE{Sun2010,
  author = {Sun, D. (. and Kondyli, A.},
  title = {Modeling Vehicle Interactions during Lane-Changing Behavior on Arterial
	Streets},
  journal = {Computer-Aided Civil and Infrastructure Engineering},
  year = {2010},
  pages = {no--no},
  abstract = {Abstract: Lane-changing algorithms have attracted increased attention
	during recent years in traffic modeling. However, little has been
	done to address the competition and cooperation of vehicles when
	changing lanes on urban streets. The main goal of this study is to
	quantify the vehicle interactions during a lane-changing maneuver.
	Video data collected at a busy arterial street in Gainesville, Florida,
	were used to distinguish between free, forced, and competitive/cooperative
	lane changes. Models particularly for competitive/cooperative lane
	changes were developed, depending on whether the following vehicle
	cooperates with the subject vehicle or not. By referring to the “TCP/IP”
	protocol in computer network communications, a sequence of “hand-shaking”
	negotiations were designed to handle the competition and cooperation
	among vehicles. The developed model was implemented and validated
	in the CORSIM microsimulator package, with the simulation capabilities
	compared against the original lane-changing model in CORSIM. The
	results indicate that the new model better replicates the observed
	traffic under different levels of congestion.},
  issn = {1467-8667},
  owner = {wf},
  publisher = {Blackwell Publishing Inc},
  timestamp = {2010.09.20},
  url = {http://dx.doi.org/10.1111/j.1467-8667.2010.00679.x}
}

@ARTICLE{Taguchi2007,
  author = {Taguchi, S. and Inagaki, S. and Suzuki, T. and Hayakawa, S. and Tsuchida,
	N.},
  title = {Modeling and analysis of driver's decision making based on logistic
	regression model},
  journal = {Proceedings of Sice Annual Conference, Vols 1-8},
  year = {2007},
  pages = {2385-2390},
  note = {Times Cited: 0 Annual Conference on the Society-of-Instrument-and-Control-Engineers
	Sep 17-20, 2007 Kagawa Univ, Takamatsu, JAPAN},
  abstract = {This paper presents the development of a mathematical model of the
	human decision making. The main contributions of this paper are introduction
	of the logistic regression model as the mathematical model of the
	decision, development of the real time prediction of the decision
	based on the model, and proposal of some useful quantified measures
	to evaluate the characteristics of the human behavior. The proposed
	modeling and analysis strategies are applied to the driving behavior,
	in particular, focusing on the turn-right task in the intersections.
	Furthermore, two quantified measures "decision entropy" and "decision
	aggressiveness" are defined based on the estimated parameters in
	the logistic regression model. The objective evaluation made by these
	measures agrees well with the subjective evaluation made by the questionnaires.}
}

@INCOLLECTION{Tango2009,
  author = {Tango, Fabio and Botta, Marco},
  title = {ML Techniques for the Classification of Car-Following Maneuver},
  booktitle = {AI*IA 2009: Emergent Perspectives in Artificial Intelligence},
  publisher = {Springer Berlin / Heidelberg},
  year = {2009},
  editor = {Serra, Roberto and Cucchiara, Rita},
  volume = {5883},
  series = {Lecture Notes in Computer Science},
  pages = {395-404},
  note = {10.1007/978-3-642-10291-2_40},
  abstract = {The goal of this paper is to apply some of the best-known machine
	learning techniques to a practical problem in the automotive field:
	the identification and classification of the user’s intentions in
	performing specific driving maneuvers. Data have been collected by
	a static driving simulator. These models are then analyzed and compared,
	in order to select the best car-following maneuver classifier.},
  affiliation = {University of Torino Computer Science Department corso Svizzera, 185
	10149 Torino Italy},
  owner = {wf},
  timestamp = {2011.03.05},
  url = {http://dx.doi.org/10.1007/978-3-642-10291-2_40}
}

@MISC{Tarawneh1996,
  author = {Tarawneh, M. S. and McCoy, P. T.},
  title = {EFFECT OF INTERSECTION CHANNELIZATION AND SKEW ON DRIVER PERFORMANCE},
  year = {1996},
  abstract = {This field investigation studied the effects of the geometries of
	right-turn lanes on the turning performance of drivers with respect
	to driver age and gender. Right-turn performance of 100 subjects
	within three age groups (25-45, 65-74, and 75+ years old) was evaluated
	under normal driving conditions at four intersections of different
	right-turn lane channelization and skew. The results indicated that
	right-turn channelization affects the speed at which drivers make
	right turns and the likelihood that they will stop before making
	a right turn on red (RTOR). Drivers, especially middle-aged (25-45
	years old) drivers, turn right at speeds 5 to 8 km/h higher on intersection
	approaches with channelized right-turn lanes than they do on approaches
	with unchannelized right-turn lanes. Also, drivers are much less
	likely to stop before making an RTOR on approaches with channelized
	right-turn lanes. Drivers are less likely to attempt to make an RTOR
	at a skewed intersection where the viewing angle to traffic from
	the left on the cross street is greater than 90 degrees. Also, drivers
	turning right at these locations are more likely to use their side
	mirrors than they are when making an RTOR at nonskewed intersections.},
  isbn = {0309062217},
  keywords = {Age Bus stops Channelized intersections Driver age Driver performance
	Drivers Field investigations Field studies Gender Motor vehicle operators
	Personnel performance Right turn on red Right turns Skewed intersections
	Speed Stop (Public transportation) Stopping Stops},
  pages = {p. 73-82},
  publisher = {Transportation Research Board}
}

@MISC{Tarawneh1996a,
  author = {Tarawneh, M. S. and McCoy, P. T.},
  title = {EFFECT OF OFFSET BETWEEN OPPOSING LEFT-TURN LANES ON DRIVER PERFORMANCE},
  year = {1996},
  abstract = {The objective of the research described here was to study the effects
	of the offset between opposing left-turn lanes on the turning performance
	of drivers with respect to driver age and gender. Left-turn performance
	of 100 subjects within three age groups (25-45, 65-74, and 75+ years
	old) was evaluated under normal driving conditions at four intersections
	of different left-turn offset configurations. The results indicate
	that driver performance can be adversely affected by offsets that
	are much less (i.e., more negative) than the negative 0.9-m offset.
	Such large negative offsets significantly increase the size of the
	critical gaps of drivers turning left and also seem to increase the
	likelihood of conflicts between left turns and opposing through traffic.
	Large negative offsets may be particularly troublesome for older
	drivers and women drivers, who are less likely to position their
	vehicles within the intersection to see beyond vehicles in the opposing
	left-turn lane. Surprisingly, driver perceptions of the level of
	comfort and degree of difficulty were not found to improve with the
	increased sight distance provided by larger (i.e., more positive)
	offsets. The 1.8-m positive offset was associated with a lower level
	of comfort and a higher degree of difficulty perceived by drivers
	making left turns than the 0.9-m negative offset, which provided
	less sight distance. This may have been because the 0.9-m negative
	offset is much more common than the 1.8-m positive offset.},
  isbn = {0309062217},
  keywords = {Age Comfort Degree of difficulty Driver age Driver performance Drivers
	Gender Human comfort Left turn lanes Motor vehicle operators Offsets
	(Traffic signal timing) Opposing traffic Personnel performance Sight
	distance},
  pages = {p. 61-72},
  publisher = {Transportation Research Board}
}

@MISC{Tarawneh1998,
  author = {Tarawneh, M. S. and Rifaey, T. and McCoy, P. T.},
  title = {EFFECTS OF INTERSECTION GEOMETRICS ON DRIVER PERFORMANCE},
  year = {1998},
  note = {International Symposium on Highway Geometric Design PracticesAmerican
	Association of State Highway and Transportation Officials; Highway
	Division, American Society of Civil Engineers; Canadian Society of
	Civil Engineers; International Road Federation; Institute of Transportation
	Engineers; Transportation Research BBoston, Massachusetts StartDate:19950830
	EndDate:19950901 Sponsors:American Association of State Highway and
	Transportation Officials; Highway Division, American Society of Civil
	Engineers; Canadian Society of Civil Engineers; International Road
	Federation; Institute of Transportation Engineers; Transportation
	Research B},
  abstract = {The results of a study to determine the effects of intersection geometrics
	on driver performance are presented in this paper. The specific geometric
	features evaluated were: (1) the offset between opposing left-turn
	lanes, (2) the degree of right-turn lane channelization, and (3)
	the right-turn curb radii. The study involved the observation of
	left-turn and right-turn maneuvers of 200 test subjects at 11 signalized
	intersections with differences in the geometric features of interest.
	The 200 subjects were nearly equal numbers of male and female drivers
	in three age groups: (1) 25 to 45 years, (2) 65 to 74 years, and
	(3) 75 years and older. The results of the research indicated that
	left-turn lane offsets of zero or larger are particularly beneficial
	to older drivers. Also, the right-turn performance of older drivers
	was found to be less sensitive than that of younger drivers to the
	differences in right-turn lane channelization, and the effects of
	right-turn curb radii was similar for all age groups. Therefore,
	the performance of older drivers at signalized intersections would
	be benefitted most by increasing the offset between opposing left-turn
	lanes.},
  keywords = {Age Aged drivers Channelized intersections Cross roads Drivers Elderly
	drivers Geometric design Human subject testing Intersections Junctions
	(Traffic) Left turn lanes Motor vehicle operators Offset intersections
	Performance Right turn lanes Turning radius},
  pages = {p. 30:1-10},
  publisher = {Transportation Research Board}
}

@ARTICLE{Thiemann2008,
  author = {Thiemann, Christian and Treiber, Martin and Kesting, Arne},
  title = {Estimating Acceleration and Lane-Changing Dynamics from Next Generation
	Simulation Trajectory Data},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2008},
  volume = {2088},
  pages = {90-101},
  number = {2088},
  abstract = {The Next Generation Simulation (NGSIM) trajectory data sets provide
	longitudinal and lateral positional information for all vehicles
	in certain spatiotemporal regions. Velocity and acceleration information
	cannot be extracted directly because the noise in the NGSIM positional
	information is greatly increased by the necessary numerical differentiations.
	A smoothing algorithm is proposed for positions, velocities, and
	accelerations that can also be applied near the boundaries. The smoothing
	time interval is estimated on the basis of velocity time series and
	the variance of the processed acceleration time series. The velocity
	information obtained in this way is then applied to calculate the
	density function of the two-dimensional distribution of velocity
	and inverse distance and the density of the distribution corresponding
	to the “microscopic” fundamental diagram. It is also used to calculate
	the distributions of time gaps and times to collision, conditioned
	to several ranges of velocities and velocity differences. By simulating
	virtual stationary detectors, it is shown that the probability for
	critical values of the times to collision is greatly underestimated
	when estimated from single-vehicle data of stationary detectors.
	Finally, the lane-changing process is investigated, and a quantitative
	criterion is formulated for the duration of lane changes that is
	based on the trajectory density in normalized coordinates. There
	is a noisy but significant velocity advantage in favor of the targeted
	lane that decreases immediately before the change due to anticipatory
	accelerations.},
  issn = {9780309126038},
  keywords = {Acceleration (Mechanics), Algorithms, Data filtering, Data smoothing,
	Lane changing, Next Generation Simulation program, Noise (Communications),
	Traffic flow, Traffic simulation, Vehicle trajectories, Velocity},
  owner = {Administrator},
  publisher = {Transportation Research Board},
  timestamp = {2011.01.05}
}

@PHDTHESIS{Toledo2002,
  author = {Toledo, Tomer},
  title = {Integrated driving behavior modeling},
  school = {MIT},
  year = {2002},
  address = {MA, United States},
  abstract = {A framework for integrated driving behavior modeling, based on the
	concepts of short-term goal and short-term plan is proposed. Drivers
	are assumed to conceive and perform short-term plans in order to
	accomplish short-term goals. This behavioral framework captures drivers'
	planning capabilities and allows decisions to be based on anticipated
	future conditions. An integrated driving behavior model, which utilizes
	these concepts, is developed. This model captures both lane changing
	and acceleration behaviors. The driver's short-term goal is defined
	by the target lane. Drivers who wish to change lanes but cannot change
	lanes immediately, select a short-term plan to perform the desired
	lane change. Short-term plans are defined by the various gaps in
	traffic in the target lane. Drivers adapt their acceleration behavior
	to facilitate the lane change using the target gap. Hence, inter-dependencies
	between lane changing and acceleration behaviors are captured. The
	lane changing portion of the model integrates mandatory and discretionary
	lane changing considerations in a single model. Hence, allowing trade-offs
	between these considerations to be captured. Moreover, the integrated
	lane changing model overcomes the difficulty in defining conditions
	that trigger a mandatory lane changing situation. Model components
	that describe the choice of target gaps and acceleration behaviors
	to facilitate lane changing are introduced. The parameters of all
	components of the driving behavior model are estimated jointly using
	detailed vehicle trajectory data collected in a freeway in Arlington,
	VA. The result is a driving behavior model applicable to the behavior
	of all freeway traffic. Validation results of the proposed model
	using a microscopic traffic simulator are also presented. (Copies
	available exclusively from MIT Libraries, Rm. 14-0551, Cambridge,
	MA 02139-4307. Ph. 617-253-5668; Fax 617-253-1690.)},
  keywords = {Transportation Civil engineering Systems design Behaviorial sciences},
  university = {Massachusetts Institute of Technology}
}

@ARTICLE{Toledo2005,
  author = {Toledo, Tomer and Choudhury, Charisma F and Ben-Akiva, Moshe E},
  title = {Lane-Changing Model with Explicit Target Lane Choice},
  journal = {Transportation Research Record},
  year = {2005},
  volume = {1934},
  pages = {157-165},
  owner = {wf},
  timestamp = {2010.09.20}
}

@ARTICLE{Toledo2007,
  author = {Toledo, Tomer and Koutsopoulos, Haris N. and Ben-Akiva, Moshe},
  title = {Integrated driving behavior modeling},
  journal = {Transportation Research Part C: Emerging Technologies},
  year = {2007},
  volume = {15},
  pages = {96-112},
  number = {2},
  abstract = {This paper develops, implements and tests a framework for driving
	behavior modeling that integrates the various decisions, such as
	acceleration, lane changing and gap acceptance. Furthermore, the
	proposed framework is based on the concepts of short-term goal and
	short-term plan. Drivers are assumed to conceive and perform short-term
	plans in order to accomplish short-term goals. This behavioral framework
	supports a more realistic representation of the driving task, since
	it captures drivers' planning capabilities and allows decisions to
	be based on anticipated future conditions. An integrated driving
	behavior model, which utilizes these concepts, is developed. The
	model captures both lane changing and acceleration behaviors. The
	driver's short-term goal is defined by the target lane. Drivers who
	wish to change lanes but cannot change lanes immediately, select
	a short-term plan to perform the desired lane change. Short-term
	plans are defined by the various gaps in traffic in the target lane.
	Drivers adapt their acceleration behavior to facilitate the lane
	change using the target gap. Hence, inter-dependencies between lane
	changing and acceleration behaviors are captured.},
  keywords = {Driving behavior Lane changing Acceleration Traffic simulation}
}

@ARTICLE{Toledo2007a,
  author = {Toledo, Tomer and Koutsopoulos, Haris, N and Ahmed, Kazi, Iftekhar},
  title = {Estimation of Vehicle Trajectories with Locally Weighted Regression},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2007},
  volume = {1999},
  pages = {pp 161-169},
  abstract = {Vehicle trajectory data are important for calibrating driver behavior
	models (e.g., car following, acceleration, lane changing, and gap
	acceptance). The data are usually collected through imaging technologies,
	such as video. Processing these data may require substantial effort,
	and the resulting trajectories usually contain measurement and processing
	errors while also missing data points. An approach is presented to
	the processing of position data to develop vehicle trajectories and
	consequently speed and acceleration profiles. The approach uses local
	regression, a method well suited for mapping highly nonlinear functions.
	The proposed methodology is applied to a set of position data. The
	results demonstrate the value of the method to development of vehicle
	trajectories and speed and acceleration profiles. The conducted sensitivity
	analysis also shows that the method is rather robust regarding measurement
	errors and missing values.},
  address = {Washington, DC},
  booktitle = {Traffic Flow Theory 2007},
  issn = {9780309104258},
  keywords = {Acceleration (Mechanics), Behavior, Behaviour, Car following, Data
	acquisition, Data collection, Gap acceptance, Highway operations,
	Human behavior, Lane changing, Regression, Regression analysis, Sensitivity
	analysis, Traffic operations, Traffic speed, Vehicle trajectories},
  owner = {Administrator},
  publisher = {Transportation Research Board},
  timestamp = {2011.01.05}
}

@MISC{Torbic2000,
  author = {Torbic, D. and Elefteriadou, Lily},
  title = {EFFECTS OF DRIVER POPULATION ON THE TRAFFIC OPERATIONAL PERFORMANCE
	OF SIGNALIZED INTERSECTIONS},
  year = {2000},
  note = {Fourth International Symposium on Highway CapacityTransportation
	Research BoardMaui, Hawaii StartDate:20000627 EndDate:20000701 Sponsors:Transportation
	Research Board},
  abstract = {The current version of the "Highway Capacity Manual" does not account
	for the impact of varying driver populations in the analysis procedures
	for signalized intersections. This study analyzes the difference
	in saturation flow rates during different times of the day and days
	of the week. It is hypothesized that traffic streams exhibit different
	operational characteristics during different times of the day and
	days of the week due to varying motivational factors of the drivers.
	If this is the case, it might be appropriate to adjust the ideal
	saturation flow rate accordingly during capacity analysis of signalized
	intersections. In essence, one would be adjusting the saturation
	flow rate due to varying driver populations, as defined in terms
	of time of day and day of the week. After an initial investigation
	at one intersection, it was concluded that there are no significant
	differences in the operational performance of signalized intersections
	during different times of the day and days of the week. No differences
	were found in the mean saturation flow rates for the morning peak
	period as compared to the afternoon peak period. Likewise, no differences
	were found in the mean saturation flow rates for different weekdays,
	Monday through Friday. However, some differences were found in the
	distribution of headways throughout the week.},
  keywords = {Days Distribution theory Distributions (Statistics) Driver population
	(Traffic operations) Headways Highway capacity Peak periods Periods
	of the day Probability distribution functions Saturation flow Signalised
	intersections Signalized intersections Statistical distributions
	Time of day Traffic capacity Weekdays},
  pages = {p. 336-347},
  publisher = {Transportation Research Board}
}

@ARTICLE{PhysRevE.68.046119,
  author = {Treiber, Martin and Helbing, Dirk },
  title = {Memory effects in microscopic traffic models and wide scattering
	in flow-density data},
  journal = {Phys. Rev. E},
  year = {2003},
  volume = {68},
  pages = {046119},
  number = {4},
  month = {Oct},
  doi = {10.1103/PhysRevE.68.046119},
  numpages = {8},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2010.11.06}
}

@ARTICLE{Treiber2003,
  author = {Treiber, Martin and Helbing, Dirk },
  title = {Memory effects in microscopic traffic models and wide scattering
	in flow-density data},
  journal = {Phys. Rev. E},
  year = {2003},
  volume = {68},
  pages = {046119},
  number = {4},
  month = {Oct},
  doi = {10.1103/PhysRevE.68.046119},
  numpages = {8},
  owner = {wf},
  publisher = {American Physical Society},
  timestamp = {2010.09.17}
}

@ARTICLE{Treiber2000,
  author = {Martin Treiber and Ansgar Hennecke and Dirk Helbing},
  title = {Congested Traffic States in Empirical Observations and Microscopic
	Simulations},
  journal = {Rev. E 62, Issue},
  year = {2000},
  volume = {62},
  pages = {2000},
  owner = {wf},
  timestamp = {2010.09.17}
}

@INCOLLECTION{springerlink:10.1007/978-3-540-77074-9_19,
  author = {Treiber, Martin and Kesting, Arne},
  title = {Modeling Lane-Changing Decisions with MOBIL},
  booktitle = {Traffic and Granular Flow ’07},
  publisher = {Springer Berlin Heidelberg},
  year = {2009},
  editor = {Appert-Rolland, Cécile and Chevoir, François and Gondret, Philippe
	and Lassarre, Sylvain and Lebacque, Jean-Patrick and Schreckenberg,
	Michael},
  pages = {211-221},
  note = {10.1007/978-3-540-77074-9_19},
  abstract = {We present the general model MOBIL ( Minimizing Overall Braking Induced
	by Lane Changes ) to derive lane-changing rules for a wide class
	of car-following models. Both the utility of a given lane and the
	risk associated with lane changes is determined in terms of longitudinal
	accelerations calculated with microscopic traffic models. This allows
	for the formulation of compact and general safety and incentive criteria
	both for symmetric and asymmetric passing rules. Moreover, anticipative
	elements and the crucial influence of velocity differences of the
	longitudinal traffic models are automatically transferred to the
	lane-changing rules. While the safety criterion prevents critical
	lane changes and collisions, the incentive criterion takes into account
	not only the own advantage but also the (dis-)advantages of other
	drivers associated with a lane change via a politeness factor . The
	parameter allows to vary the motivation for lane-changing from purely
	egoistic to a more cooperative driving behavior. This novel feature
	allows first to prevent change lanes for a marginal advantage if
	this obstructs other drivers, and, second, to let a pushy driver
	induce a lane change of a slower driver ahead in order to be no longer
	obstructed. In a more general context, we show that applying the
	MOBIL concept without politeness to simple car-following models and
	cellular automata results in lane changing models already known in
	the literature.},
  affiliation = {Technische Universität Dresden Institute for Transport &amp; Economics
	Andreas-Schubert-Straße 23 D-01062 Dresden Germany},
  isbn = {978-3-540-77074-9},
  keyword = {Mathematics},
  owner = {wf},
  timestamp = {2010.09.18},
  url = {http://dx.doi.org/10.1007/978-3-540-77074-9_19}
}

@INPROCEEDINGS{Treiterer1974,
  author = {Treiterer, J and Myers, J, A},
  title = {THE HYSTERESIS PHENOMENON IN TRAFFIC FLOW},
  year = {1974},
  volume = {6},
  pages = {13-38},
  month = {aug},
  abstract = {The application of aerial survey methods to record and study the movement
	of traffic on an urban freeway led to the isolation of the phenomenon
	of traffic flow hysteresis. This phenomenon is manifested as a generally
	retarded behavior displayed by a platoon of vehicles after emerging
	from a kinematic disturbance as compared to the behavior of the same
	vehicles approaching the disturbance. Although data suitable for
	the study of the phenomenon is still quite scarce, the appearance
	of the retardataion effect has been confirmed for all ten platoons
	studied to date. This paper undertakes an analysis of the nature
	of the hysteresis phenomenon from both a macroscopic and a microscopic
	point of view. Macroscopically attention is concentrated on the relationships
	existing between speed and density, volume and density, kinetic energy
	and density and mean headway and density. Each relationship is shown
	to dispaly distinctly different characteristics for disturbance approaching
	and disturbance leaving conditions. Microscopically consideration
	is given to the acceleration-deceleration asymmetry which underlies
	the hysteresis phenomenon and the concepts of car following theory
	are employed to provide further insight into the fundamental nature
	of the phenomenon. It is thought that the hysteresis phenomenon has
	substantial implications for the design of modern freeway control
	systems and further efforts toward its exploration are planned. /Author/},
  comment = {Transportation and Traffic Theory, Proceedings},
  keywords = {Acceleration (Mechanics), Aerial surveying, Aerial surveys, Airborne
	surveying, Car following, Convoy driving, Deceleration, Disturbances,
	Freeway operations, Headways, Hysteresis, Kinetic energy, Platooning,
	Traffic control, Traffic density, Traffic flow, Traffic platooning,
	Traffic speed, Traffic volume},
  owner = {wf},
  timestamp = {2010.11.11}
}

@MISC{Tsyganov2009,
  author = {Tsyganov, Alexei Rimmich and Machemehl, Randy B. and Warrenchuk,
	Nicholas},
  title = {Driver Performance and Safety Effects of Edge Lines on Rural Two-Lane
	Highways},
  year = {2009},
  note = {Transportation Research Board 88th Annual MeetingTransportation Research
	BoardWashington,DC,USA StartDate:20090111 EndDate:20090115 Sponsors:Transportation
	Research Board},
  abstract = {This study was charged with the task of determining the effectiveness
	of edge line pavement markings on rural two-lane highways in Texas
	and considered two major evaluation approaches: crash statistics
	analysis and detailed investigation of driver responses. Crash statistics
	comparisons were made for Texas rural two-lane highways with and
	without edge lines. In addition to general crash frequency analysis,
	varying traffic lane and shoulder widths, roadway curvature, and
	factors such as crash type, intersection presence, light condition,
	surface condition, crash-supporting factors, severity, driver age,
	and driver gender were considered for 9,774 crashes that occurred
	between 1998 and 2001. The research found that edge-line treatments
	on rural two-lane roadways may reduce crash frequency with the highest
	safety impacts occurred on curved roadway segments. The next stage
	was focused on complex investigations of edge lines impacts on driver
	behavior and reactions, including vehicle navigational and positioning
	issues, speed selection, and effect on driver visual perception.
	Stationary traffic observation, test driving, and several laboratory
	experiments were conducted on the selected rural two-lane highways
	with different roadway width before and after edge lines placement.
	Studies indicated that edge line treatments affect vehicle transverse
	position, reduce vehicle fluctuation around trajectory centerline,
	reduce driver stress level during nighttime driving, improve driver’s
	estimation of roadway curvature, and increase the distance for intersection
	advance recognition.},
  keywords = {Accident data Behavior Behaviour Bends (Roads) Carriageway markings
	Edge lines Edge markings Highway curves Human behavior Mathematical
	statistics Pavement markings Public safety Road curves Road markings
	Road shoulders Safety Safety measures Shoulders (Roads) Statistical
	analysis Statistical methods Traffic markings Traffic safety Two
	lane highways Two lane roads Verge},
  pages = {12p}
}

@ARTICLE{Vogel2002,
  author = {Katja Vogel},
  title = {What characterizes a "free vehicle" in an urban area?},
  journal = {Transportation Research Part F: Traffic Psychology and Behaviour},
  year = {2002},
  volume = {5},
  pages = {15 - 29},
  number = {1},
  doi = {DOI: 10.1016/S1369-8478(02)00003-7},
  issn = {1369-8478},
  keywords = {Free vehicle},
  owner = {Administrator},
  timestamp = {2011.02.21}
}

@ARTICLE{Webster2008,
  author = {Webster, Nathan A. and Suzuki, Takahiro and Kuwahara, Masao},
  title = {TACTICAL LANE CHANGE MODEL WITH SEQUENTIAL MANEUVER PLANNING},
  journal = {Transportmetrica},
  year = {2008},
  volume = {4},
  pages = {63--78},
  number = {1},
  abstract = {The lane change models used in today's traffic simulators often do
	not determine lane change actions in terms of the evaluation of sequential
	plans, but rather in terms of the utility of the very next lane change
	action. This has the disadvantage of not being able to account for
	the influence of delayed rewards, such as the simulated vehicle moving
	across a slow lane to a better-performing non-adjacent lane. This
	research presents a lane change model which at every simulation time
	step, builds a tree of potential maneuver sequences, and selects
	the lane change action according to planning over a time horizon.
	The model was calibrated using a vehicle trajectory data set and
	shown to give improved realism of lane change actions of individual
	vehicles, compared to a lane change model without sequential planning.},
  issn = {1812-8602},
  owner = {wf},
  publisher = {Taylor \& Francis},
  timestamp = {2010.09.20},
  url = {http://www.informaworld.com/10.1080/18128600808685678}
}

@ARTICLE{WRMebane2009,
  author = {WR Mebane, Jr. and Jr. and Jasjeet S. Sekhon},
  title = {Genetic Optimization Using Derivatives: The {rgenoud} Package for
	{R}},
  journal = {Journal of Statistical Software},
  year = {2009},
  volume = {Forthcoming},
  pages = {1},
  note = {Forthcoming}
}

@ARTICLE{Xin2008,
  author = {Xin, Wuping and Hourdos, John and Michalopoulos, Panos and Davis,
	Gary},
  title = {The Less-Than-Perfect Driver: A Model of Collision-Inclusive Car-Following
	Behavior},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2008},
  volume = {2088},
  pages = {126--137},
  number = {-1},
  month = dec,
  abstract = {Unlike traditional car-following models that preclude vehicle collisions,
	a proposed model aims to emulate less-than-perfect everyday driving
	while capturing both safe and unsafe driver behavior. Most important,
	a realistic perception-response process is incorporated into the
	model on the basis of developments from visual perception studies.
	Driver inattention is characterized by a driver-specific variable
	called the scanning interval. This variable, when coupled with the
	driver's visual perception-response process, results in variable
	reaction times that are dependent not only on each driver's individual
	characteristics but also on instantaneous traffic conditions such
	as speed and density. This allows closer emulation of real-life human
	driving and its interactions with surrounding vehicles. Both inter-
	and intradriver variations in reaction time are captured in a plausible
	and coherent manner; in earlier studies, reaction time either was
	presumed fixed or was of limited variability. Furthermore, parameters
	of this model have a direct physical and behavioral meaning; this
	implies that vehicle collisions, if any, can be analyzed for behavioral
	patterns rather than simply being treated as numerical artifacts.
	In all, 54 detailed and accurate vehicle trajectories extracted from
	10 real-life crashes were used to test the model's capability of
	replicating freeway rear-end collisions. High-resolution crash-free
	trajectory data were used to validate the model against normal driving
	behavior. Test results indicate that the proposed model is able to
	replicate both normal and unsafe driving behavior that could lead
	to vehicle collisions. The feasibility of integrating the proposed
	model with existing microsimulators is discussed. The outcome of
	this work could facilitate studying crash mechanisms at a high-definition
	microscopic level and could enable safety-related system design improvements
	and evaluation through microsimulation software.},
  owner = {Administrator},
  timestamp = {2011.02.22}
}

@PHDTHESIS{Xu2007,
  author = {Xu, F.},
  title = {Driver behavior and gap acceptance studies at roundabouts},
  school = {University of Nevada, Reno},
  year = {2007},
  address = {NV, United States},
  abstract = {This thesis addresses drivers' gap-acceptance behavior characteristics
	at roundabouts and documents the measurement results of critical
	headway and follow-up headway based on selected roundabout sites
	in California. To measure these two parameters, video data were recorded
	and analyzed, and a computer program was developed to extract necessary
	gap events from the videos. The maximum likelihood methodology was
	applied in this study to calculate the critical headway, while the
	follow-up headway was obtained directly from the extracted time events.
	Raff's method was used to estimate the critical headway and compared
	with the result of maximum likelihood method. Comparisons were also
	made between the critical headway and follow-up headway results from
	California and those in other states. In addition, the factors affecting
	critical headway and follow-up headway were also investigated. Statistical
	analysis did not show significant difference between the critical
	headway values in California and other states, while the follow-up
	headway measured at California roundabouts showed statistically difference
	from those obtained from other states. The conflicting flow rate
	was found to have a negative correlation with both critical headway
	and follow-up headway, and the speed of the circulating traffic was
	identified to have a negative correlation with critical headway and
	follow-up headway. The results from this study provide enhancement
	of the existing database related to drivers' gap-acceptance characteristics
	in the United States.},
  keywords = {Civil engineering},
  university = {University of Nevada, Reno}
}

@MISC{Xu2005,
  author = {Xu, Kuai and Zhang, Zhi-Li and Bhattacharyya, Supratik},
  title = {Profiling internet backbone traffic: behavior models and applications},
  year = {2005},
  isbn = {1-59593-009-4},
  pages = {169-180},
  publisher = {ACM}
}

@PHDTHESIS{Yang2008,
  author = {Yang, L.},
  title = {Driver speed and acceleration behaviour on Canadian roads},
  school = {Carleton University (Canada)},
  year = {2008},
  address = {Ottawa, Canada},
  abstract = {Driver speed and acceleration/deceleration behaviour studies are often
	used in highway facility design, vehicle fuel consumption and emission
	studies, and traffic safety programs. This study analyzed driver
	behaviour in terms of speed choice and acceleration and deceleration
	performances using experimental data collected from real road driving
	in the fall of 2005. The selected test route covered the most common
	road classes including an urban freeway, two-lane rural highways,
	a rural freeway, and urban/suburban roads in Eastern Ontario. The
	test vehicle was equipped with a variety of instruments capable of
	measuring diverse operational data. Driver speed, acceleration, and
	deceleration behaviours on different road classes were analyzed under
	both free-flow and non-free-flow conditions based on the experimental
	data collected. Additionally, the drivers involved in this experiment
	were classified into three types based on their speed behaviour.
	The speed choice and acceleration/deceleration characteristics of
	the different driver types were studied and compared accordingly.},
  keywords = {Civil engineering Transportation},
  university = {Carleton University (Canada)}
}

@ARTICLE{Yang1996,
  author = {QI Yang and Haris N. Koutsopoulos},
  title = {A Microscopic Traffic Simulator for evaluation of dynamic traffic
	management systems},
  journal = {Transportation Research Part C: Emerging Technologies},
  year = {1996},
  volume = {4},
  pages = {113 - 129},
  number = {3},
  abstract = {A MIcroscopic Traffic SIMulator (MITSIM) has been developed for modeling
	traffic networks with advanced traffic control, route guidance and
	surveillance systems. MITSIM represents networks in detail and simulates
	individual vehicle movements using car following, lane changing,
	and traffic signal responding logic. A probabilistic route choice
	model is used to capture drivers' route choice decisions in the presence
	of real time traffic information provided by route guidance systems.
	The simulator is a component of a larger system for evaluating traffic
	management systems and interacts with a surveillance module that
	can represent a wide variety of sensors (e.g. loop detectors, area
	sensors, probe vehicles, etc.) and a traffic management module which
	sets traffic signals and signs, routing recommendations, etc. MITSIM
	is coded in C+ + using object-oriented design and supports distributed
	implementation. It includes a graphical user interface for animating
	vehicle movements in the network and displaying aggregate traffic
	information such as speed and density.},
  doi = {DOI: 10.1016/S0968-090X(96)00006-X},
  issn = {0968-090X},
  owner = {wf},
  timestamp = {2010.09.20}
}

@PHDTHESIS{Yeo2008,
  author = {Yeo, H.},
  title = {Asymmetric microscopic driving behavior theory},
  school = {University of California, Berkeley},
  year = {2008},
  type = {3353364},
  address = {CA, United States},
  abstract = {Numerous theories on traffic have been developed as traffic congestion
	gains more and more interest in our daily life. To model traffic
	phenomena, many traffic theorists have adopted theories from other
	fields such as fluid mechanics and thermodynamics. However, their
	efforts to model the traffic at a microscopic level have not been
	successful yet. Therefore, to overcome the limitations of the existing
	theories we propose a microscopic asymmetric traffic theory based
	on analysis of individual vehicle trajectories. According to the
	proposed theory, vehicle traffic is classified into 5 phases: free
	flow, acceleration, deceleration, coasting, and stationary. The proposed
	theory suggests that traffic equilibrium exists as 2-dimensional
	area bounded by A-curve and D-curve, and explains phase transitions.
	The basic theory was extended to address driver behavior such as
	vehicle maneuvering error and anticipation. The proposed theory was
	applied to explain several traffic phenomena in congested traffic
	such as traffic hysteresis, capacity drop, stability, relaxation
	after lane change, and stop-and-go waves. We provided reasonable
	and intuitive explanations on these phenomena which cannot be easily
	understood with existing theories.},
  keywords = {Civil engineering},
  university = {University of California, Berkeley}
}

@ARTICLE{Zhang2003,
  author = {Zhang, H. M.},
  title = {Anisotropic property revisited--does it hold in multi-lane traffic?},
  journal = {Transportation Research Part B: Methodological},
  year = {2003},
  volume = {37},
  pages = {561-577},
  number = {6},
  abstract = {The anisotropic property of traffic flow has brought much discussion
	about some existing traffic flow models and diverging views on the
	further development of traffic flow theories. This paper shows that
	the anisotropic property cannot be expected to hold in multi-lane
	traffic. Moreover, it develops a mathematical criterion to judge
	the anisotropic property of a traffic flow model, shows how non-anisotropic
	behavior arises from multi-lane traffic, and why some higher-order
	models do not always behave anisotropically.}
}

@ARTICLE{Zhang2003a,
  author = {Zhang, H. M.},
  title = {Driver memory, traffic viscosity and a viscous vehicular traffic
	flow model},
  journal = {Transportation Research Part B: Methodological},
  year = {2003},
  volume = {37},
  pages = {27-41},
  number = {1}
}

@ARTICLE{Zhang1998,
  author = {Zhang, H. M.},
  title = {A theory of nonequilibrium traffic flow},
  journal = {Transportation Research Part B: Methodological},
  year = {1998},
  volume = {32},
  pages = {485-498},
  number = {7},
  abstract = {This paper presents a new continuum traffic flow theory. The derivation
	of this new theory is based on both empirical evidence of traffic
	flow behavior and basic assumptions on drivers' reaction to stimuli.
	Central to the development of this theory is the existence of an
	equilibrium speed-concentration relationship and an introduction
	of a disturbance propagation speed. The new theory includes a well
	established continuum theory (the LWR theory) as a special case and
	removes certain deficiencies of this theory. Unlike existing higher
	order continuum models, the new theory does not exhibit the undesirable
	behavior of [`]wrong-way travel' because in this theory traffic disturbances
	are always propagated against the traffic stream.},
  keywords = {traffic flow nonequilibrium traffic dynamics continuum models}
}

@ARTICLE{Zhang1997,
  author = {Xiaoyan Zhang and David F. Jarrett},
  title = {Stability analysis of the classical car-following model},
  journal = {Transportation Research Part B: Methodological},
  year = {1997},
  volume = {31},
  pages = {441 - 462},
  number = {6},
  doi = {DOI: 10.1016/S0191-2615(97)00006-4},
  issn = {0191-2615},
  keywords = {traffic flow},
  owner = {wf},
  timestamp = {2010.09.17},
  url = {http://www.sciencedirect.com/science/article/B6V99-3SX24K7-2/2/e7bfd71aa6ece10b85f04c9b6541d357}
}

@ARTICLE{Zhang1998a,
  author = {Zhang, Yunlong and Owen, Larry and Clark, James},
  title = {Multiregime Approach for Microscopic Traffic Simulation},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {1998},
  volume = {1644},
  pages = {103--114},
  number = {-1},
  month = jan,
  abstract = {The purpose of this paper is to explore various traffic modeling aspects
	and theories that may overcome some of the limitations in existing
	microscopic simulation models. A multiregime microscopic traffic
	simulation approach has been formulated featuring realistic and comprehensive
	carfollowing and lane-changing logic. A prototype implementation
	of the multiregime approach was developed in C++ and extensively
	tested. The multiregime simulation results demonstrate the efficiency
	and validity of the proposed models for a broad range of traffic
	scenarios. The test and validation results indicate that the model
	and program outperformed traditional methods and other existing traffic
	simulation programs. The validity and efficiency of the model is
	attributed to the fact that the regimes were added to the model incrementally
	to reflect increasing agreement with real-world traffic flow. The
	techniques and corresponding models will be used to improve existing
	microscopic traffic simulation models and programs.},
  owner = {wf},
  timestamp = {2010.09.21},
  url = {http://dx.doi.org/10.3141/1644-11}
}

@MISC{Zhou1997,
  author = {Zhou, M. and Lyles, R. W.},
  title = {SELF-SELECTION BIAS IN DRIVER PERFORMANCE STUDIES},
  year = {1997},
  abstract = {It is generally understood that there is some bias involved in selection
	of participants for driver performance studies, but little is known
	about the extent of this problem. To execute a National Cooperative
	Highway Research Program project on the effectiveness of traffic
	control devices, a sample of younger and older drivers was required.
	The purpose was to gain insight into the bias introduced through
	participant selection and self-selection. Of interest is whether
	the drivers who participate in projects for which driving or other
	testing is required tend to be different than the general population
	of licensed drivers. Results indicate that, compared with nonparticipants,
	participants are more active, more likely to travel and drive, less
	likely to avoid driving in certain circumstances, and less likely
	to have vision problems. The implication is that project participants
	represent more highly mobile and confident drivers than would be
	found in a random sample of the general population. However, project
	participants also had higher percentages of total accidents and violation
	points and were involved in more severe accidents than nonparticipants.
	These problems may be somewhat mitigated, though, by higher driving
	exposure for participant drivers. Such self-selection bias needs
	to be considered whenever research like this is undertaken.},
  isbn = {0309061547},
  keywords = {Bias (Statistics) Choice models Driver performance Drivers Human subject
	testing Motor vehicle operators Participants Personnel performance},
  pages = {p. 86-90},
  publisher = {Transportation Research Board}
}

@ARTICLE{Zhu2008,
  author = {Zhu, H. B. and Dai, S. Q.},
  title = {Analysis of car-following model considering driver's physical delay
	in sensing headway},
  journal = {Physica A: Statistical Mechanics and its Applications},
  year = {2008},
  volume = {387},
  pages = {3290-3298},
  number = {13},
  abstract = {An extended car-following model is proposed by taking into account
	the delay of the driver's response in sensing headway. The stability
	condition of this model is obtained by using the linear stability
	theory. The results show that the stability region decreases when
	the driver's physical delay in sensing headway increases. The KdV
	equation and mKdV equation near the neutral stability line and the
	critical point are respectively derived by applying the reductive
	perturbation method. The traffic jams could be thus described by
	soliton solution and kink-antikink soliton solution for the KdV equation
	and mKdV equation respectively. The numerical results in the form
	of the space-time evolution of headway show that the stabilization
	effect is weakened when the driver's physical delay increases. It
	confirms the fact that the delay of driver's response in sensing
	headway plays an important role in jamming transition, and the numerical
	results are in good agreement with the theoretical analysis.},
  keywords = {Car-following model Traffic flow Density wave Driver's physical delay
	Mechanical response time}
}

@ARTICLE{Sahin2008,
  author = {Şahin, İsmail and Altun, İbrahim},
  title = {Empirical Study of Behavioral Theory of Traffic Flow: Analysis of
	Recurrent Bottleneck},
  journal = {Transportation Research Record: Journal of the Transportation Research
	Board},
  year = {2008},
  volume = {2088},
  pages = {109-116},
  number = {-1},
  abstract = {An empirical study was conducted of driver behavioral theory of multilane
	freeway traffic flow and capacity drop. The study focused on a freeway
	segment with a horizontal curve located in a stretch of the O-1 highway
	approaching the European side of the Bosporus Bridge in Istanbul,
	Turkey. The stretch behaves as a recurrent bottleneck in the afternoon
	peak. Flow data were extracted manually from video recordings taken
	from stations along the highway stretch and then converted into cumulative
	vehicle count curves constructed for each lane at the count stations.
	Radar detector data taken from a point within the horizontal curve
	were used to construct an occupancy-flow diagram. The empirical results
	show that drivers behave in some respects as outlined in the theory.
	For example, drivers in the median lane do not redistribute themselves
	across lanes although their speeds are below those in the shoulder
	lane, as opposed to the theory, but redistribution occurs later.
	This implies that more than speed differential across lanes affects
	driver behavior in the median lane. Flow differences and then equalization
	were observed in the median and shoulder lanes in free-flow and congested-flow
	states, respectively. There was a fast-moving queue in the median
	lane in a semicongested state while free-flow conditions in the shoulder
	lane were prevailing, in harmony with the theory. A relation between
	capacity drop due to bottleneck activation and bottleneck segment
	density is also presented.}
}

@ARTICLE{任有2007,
  author = {任有},
  title = {仿真追尾碰撞中驾驶员转向反应模型研究},
  journal = {交通运输系统工程与信息},
  year = {2007},
  volume = {7},
  number = {3},
  abstract = {交通事故中驾驶员反应时间对研究驾驶员可靠性、交通事故致因有着非常重要的意义.在调查问卷、驾驶员的三个主要静态指标(深度知觉、注意力集中能力、注意分配能力)的测量以及基于驾驶模拟器的驾驶员反应时间的测定基础上,利用线性回归对驾驶员的转向反应时间建模,并对模型的有效性进行了验证.
	发现在95%水平上,影响因素与因变量反应时间呈线性关系;预测合格率为79%,判断出驾驶员反应时间在受到一些心理因素、驾驶经...},
  keywords = {追尾碰撞 驾驶员转向反应特性 临界反应时间 线性回归}
}

@ARTICLE{何春红2008,
  author = {何春红},
  title = {机动车交通事故死亡情况分析及驾驶员行为调查},
  journal = {卫生职业教育},
  year = {2008},
  volume = {26},
  number = {22},
  abstract = {目的 掌握机动车交通事故死亡情况及动态,为政府及交管部门制订相关政策提供科学依据;对机动车驾驶员危险驾驶行为发生情况进行初步探讨.方法
	对阆中市2002～2006年交通事故死亡资料进行汇总、统计、分析;对驾驶员问卷调查结果进行汇总、统计分析,并做差别检验.结果 2002～2006年机动车交通事故死亡率呈上升趋势,死亡者年龄为25～54岁,男性所占比例高;职业与非职业驾驶员均存在酒后驾车、开快车的高...},
  keywords = {机动车 交通事故 驾驶员行为 问卷调查}
}

@ARTICLE{冯雨芹2007,
  author = {冯雨芹},
  title = {驾驶员特性评价指标聚类分析},
  journal = {黑龙江交通科技},
  year = {2007},
  volume = {30},
  number = {11},
  abstract = {为获得有关驾驶员评价指标信息,设计了针对驾驶员特性评价指标的调查问卷,并对一些定性问题进行了量化.基于问卷调查数据,运用Matlab对驾驶员特性评价指标进行了聚类分析,找出影响驾驶员正常驾驶的主要因素和关键指标,为交通事故分析和评定提供理论依据.},
  keywords = {驾驶员 聚类分析 交通事故 评价指标}
}

@MASTERSTHESIS{刘兵2008,
  author = {刘兵},
  title = {基于驾驶员视知觉的车速控制和车道保持机理研究},
  school = {武汉理工大学},
  year = {2008},
  address = {武汉},
  abstract = {本论文以国家自然科学基金项目——基于视觉光流率和边缘率的车速控制理论与方法研究(项目编号：50778142)为依托。人的因素是引起交通事故的主因。根据日本有关资料，将近90％事故是由机动车驾驶人和行人造成。在驾驶员获取信息中90％以上是视觉信息，驾驶员主要通过周边视觉信息来感知车速及车辆位置，然后进行判断、决策、行动。可见，如何从事故主因---驾驶员出发，改善其视知觉信息，提前控制车速、保持车道，...},
  keywords = {车速控制 车道保持 驾驶员 视知觉 交通安全}
}

@ARTICLE{吴峰2004,
  author = {吴峰},
  title = {纵断面设计线对驾驶员感受平曲线的影响},
  journal = {中外公路},
  year = {2004},
  volume = {24},
  number = {5},
  abstract = {驾驶员对前方道路特征的感受是一个重要的人性因素,它对交通安全和设计连贯性具有很大的影响,在道路设计中应予以足够重视.驾驶员对道路的错觉可能引起危及交通安全的行为.早先的研究表明,纵断面设计线和平面线形的组合可能会导致对平面曲率的错觉,驾驶员对平面曲率的感受受到所重叠的纵断面设计线的影响,该文对此作了解析的假设检验.统计分析的结果表明,当重叠有凸形竖曲线时,平面曲率总是显得急剧;而重叠有凹形竖曲线时...},
  keywords = {公路设计 驾驶员行为 线形 曲率}
}

@ARTICLE{吴文静2009,
  author = {吴文静},
  title = {倒计时信号交叉口处的驾驶员行为决策},
  journal = {系统工程理论与实践},
  year = {2009},
  volume = {29},
  number = {7},
  abstract = {从驾驶员心理角度出发,分析驾驶员在交叉口处的决策过程.综合驾驶员行为的影响因素,在对交叉口数据采集和分析的基础上,运用Logistic模型建立了倒计时信号交叉口行为决策模型,并与无倒计时信号交叉口处驾驶员的行为决策进行了比较,最后对影响决策的因素进行了敏感性分析.分析结果表明:倒计时信号显示时间对驾驶员的行为决策存在着显著影响.为城市交通管理者改进倒计时显示屏的设计设置以及在交叉口处采取相应的措施...},
  keywords = {交通信号控制 倒计时信号显示屏 驾驶员行为 决策模型 traffic signal control countdown display
	unit drivers' behavior decision model}
}

@PHDTHESIS{吴沫2005,
  author = {吴沫},
  title = {基于计算机视觉的车道跑偏告警系统方法研究},
  year = {2005},
  abstract = {论文研究了基于计算机视觉的车道跑偏告警系统，提出了一种新的车道跑偏检测方法，并在红旗自主驾驶系统中进行了实验验证。 论文对驾驶员—汽车—道路闭环系统进行了研究，分析了驾驶员的行为如何影响汽车的运动，进而影响车路关系。由这一分析得出通过监测车路关系的变化可以反推驾驶员状态变化的结论，并通过仿真验证了这一结论。
	论文系统的介绍了车道跑偏告警系统，包括其性能要求、系统组成模块以及系统...},
  keywords = {主动安全 车道跑偏告警系统 驾驶员行为 车道线夹角 自主驾驶系统 计算机视觉}
}

@ARTICLE{吴超仲2007,
  author = {吴超仲},
  title = {考虑驾驶员性格特性的跟驰模型},
  journal = {交通运输工程与信息学报},
  year = {2007},
  volume = {5},
  pages = {18-22},
  number = {4},
  abstract = {引入驾驶员个体行为差异到传统的交通流模型中,建立了反映驾驶员性格的车辆跟驰模型.以概率反映驾驶员性格特性分布,用权重系数表示不同性格驾驶员在操作方面的差异,运用交通调查的方法对模型参数进行了识别.最后,用本文所建立的模型对车队在城市交叉路口的启动过程进行了仿真.仿真结果表明,不同类型的驾驶员在跟驰过程中,速度出现明显的波动,反映了驾驶员的个体差异,与实际交通更为接近.},
  keywords = {跟驰模型 驾驶员性格 交通行为}
}

@PHDTHESIS{姚渊2003,
  author = {姚渊},
  title = {多任务智能驾驶员模型研究},
  year = {2003},
  abstract = {该文首先对多任务智能驾驶员模型的概念、模型结构和建模的方法等基本问题进行了讨论,提出了按照功能将驾驶员的行为特性分成基于技能、规则和知识的三个层次的思想,以及各层实现的思路和方法.然后以几种单任务、线性和拟线性模型为基础,构造出一个用以描述驾驶员连续操作行为的、多模式的第一层模型.接着,又参考了人工智能和控制领域的一些新的理论和方法,着手构建第二层智能驾驶员模型.用模糊控制器来生成用于第一层模型的...},
  keywords = {驾驶员模型 人-机系统 人工智能 人机耦合 飞行仿真 智能控制}
}

@ARTICLE{孔繁森2004,
  author = {孔繁森},
  title = {驾驶员行为的Kuipers定性仿真算法},
  journal = {系统仿真学报},
  year = {2004},
  volume = {16},
  pages = {118-121},
  number = {1},
  abstract = {定性推理的目标就是寻求一种计算理论来模拟人处理定性知识的方法.驾驶过程就是驾驶员把通过其五官和其它渠道获得的道路信息和汽车的有关运动状态等定性信息传递到大脑加工后反馈给手脚执行操纵的过程.由于传统的数字仿真是建立在精确系统数学模型基础上的仿真,因此,使用传统的数字仿真技术模拟驾驶员的驾驶过程是困难的.本文依据Kuipers的定性仿真方法对熟练驾驶员和刚学会开车的驾驶员,在具有不同曲率半径和路面情况...},
  keywords = {驾驶员行为 定性仿真 路况 车速选择 定性推理}
}

@ARTICLE{张2008,
  author = {张},
  title = {基于驾驶员行为的强制控速设施安装间距研究},
  journal = {公路交通科技},
  year = {2008},
  volume = {25},
  number = {12},
  note = {(韦华)},
  abstract = {在合理分析驾驶员通过强制控速设施行为的基础上,制定了相应的车速检测方案,并进行了实地车速检测.在分析车速与车辆到强制控速设施距离的散点图的基础上,建立了分段的多项式回归模型,然后利用最小二乘法回归计算,得出了相应模型的参数估计值,将模型参数代入回归模型即可获得车速预测函数.最后,进行了回归结果分析,分析结果表明分段多项式回归模型是正确有效的.利用该模型可以有效计算在给定公路限速条件下的最优强制控速...},
  keywords = {交通工程 安装间距 驾驶员行为 强制控速设施 分段多项式回归模型}
}

@ARTICLE{张开冉2008,
  author = {张开冉},
  title = {新驾驶员反应特性分析},
  journal = {中国安全科学学报},
  year = {2008},
  volume = {18},
  pages = {115-118},
  number = {8},
  abstract = {新驾驶员是交通事故的频发人群,并与其驾驶反应特性有关.笔者对96名(男75名,女21名)新驾驶员(驾龄≤3年)的反应时进行测试,与一定样本量(83名)的对照组相应指标作比较,其结果表明:对于简单反应时间,由于信息复杂度低,受试组和对照组未能表现出显著差异;当加大信息复杂度时(3光复合刺激),两组间反应时差异较为显著(p<0.01),即新驾驶员的反应能力较对照组差;应当有针对性地对新驾驶员进行反应时...},
  keywords = {交通工程 交通安全 新驾驶员 反应时(RT) 驾驶行为}
}

@ARTICLE{张磊2008,
  author = {张磊},
  title = {基于神经网络方法的集成式驾驶员跟车模型},
  journal = {清华大学学报（自然科学版）},
  year = {2008},
  volume = {48},
  pages = {1985-1988},
  number = {11},
  abstract = {为了提高驾驶辅助系统的跟车性能,基于神经网络方法建立了一种集成式驾驶员跟车模型.通过真实交通环境下的驾驶员实验获得了稳定跟车状态数据,并利用Kalman滤波器对数据进行了处理和估计.设计了以BP神经网络为核心的集成式模型结构,该模型以前车速度为输入,计算跟车过程中的两个特性参数并输入神经网络以模拟驾驶员控制的自车加速度.利用处理后的数据样本对网络进行了训练,并对该模型进行了仿真验证.仿真结果表明;...},
  keywords = {驾驶员模型 跟车 神经网络}
}

@MASTERSTHESIS{徐上2009,
  author = {徐上},
  title = {驾驶人员驾驶特性及对路段通行能力的影响研究},
  school = {东南大学},
  year = {2009},
  address = {南京},
  abstract = {驾驶行为学科是一门方兴未艾、迅速发展的学科。一方面，随着人们对交通安全重视度的日益提高，交通工程、心理学、生理学、人机动力学等众多领域都十分重视与交通安全最紧密相关的驾驶人员驾驶特性研究。另一方面，随着城市化机动水平的提高，城市交通拥挤现象的日益加剧，有必要通过各种途径提高道路实际通行能力，而驾驶员因素即为其中的一个重要方面。在此背景下，本论文开展了“驾驶人员驾驶特性及其对城市路段通行能力的影响”...},
  keywords = {驾驶行为学 驾驶特性 路段通行能力}
}

@MISC{戴彤宇2004,
  author = {戴彤宇},
  title = {驾驶员感知特性及对策研究},
  year = {2004},
  abstract = {随着道路基础设施建设的加速,交通事故发生频繁,预防对策研究迫在眉睫.道路交通事故受到人、车、路、环境等因素的影响,而人的因素起主导作用.借助正常驾驶员和非正常驾驶员样本UK曲线,从颜色和环境压力角度出发,研究驾驶员感知特性与这两个因素的联系.结果表明:UK曲线和驾驶员事故发生概率具有相关性,曲线波动较大,发生事故可能性较高;曲线均值越小,发生事故可能性越高.在此研究基础上,提出了针对颜色的心理物理...},
  keywords = {驾驶员 颜色特性 心理特性 解决对策 交通事故}
}

@PHDTHESIS{方鼎2005,
  author = {方鼎},
  title = {汽车驾驶员动态视认性的试验研究},
  year = {2005},
  abstract = {在引发交通事故的所有因素中，驾驶员因素是第一因素，将与驾驶员有关的因素统计在一起，占到交通事故总量的90％以上。 驾驶员在驾驶车辆过程中，95％的视觉信息是动态的，而且大量的研究表明，与交通事故最为密切相关的是驾驶员的动态视觉特征。驾驶员实际操纵汽车的过程就是一个不断反复的“信息感知-轨迹决策-操作校正”的过程，其过程往往伴随着驾驶员大脑对交通信息储存、加工和输出的处理过程。
	...},
  keywords = {驾驶员 动态视觉特征 信息处理 眼睛运动 眼动仪}
}

@ARTICLE{曾松2002,
  author = {曾松},
  title = {基于实验分析的驾驶员路线选择模式研究},
  journal = {公路交通科技},
  year = {2002},
  volume = {19},
  number = {4},
  abstract = {驾驶员的信息响应模式对交通信息的效果有很大影响,是先进交通信息系统(ATIS)的重要研究内容之一.本文通过驾驶员调查和计算机仿真测试等实验分析方法研究驾驶员的路线选择模式,对在行程时间信息作用下驾驶员在熟悉程度不同路线之间的选择进行分析,讨论行程时间信息使驾驶员由常用路线改换到其它路线上的倾向性,并使用多项式Logit模型对实验数据进行分析.使用多因素方法分析驾驶员的路线选择行为较为合理,但因较为...},
  keywords = {驾驶员行为 行程时间 路线选择 Logit模型 实验分析}
}

@ARTICLE{曾松2000,
  author = {曾松},
  title = {驾驶员异常交通信息响应特性的分析},
  journal = {同济大学学报（自然科学版）},
  year = {2000},
  volume = {28},
  number = {3},
  abstract = {根据以城市高速道路为背景的驾驶员交通选择行为的调查结果,分析了异常交通状态下驾驶员对信息的需求及其对不同信息的响应特性,就异常交通状态下提供交通信息应注意的一些问题进行了探讨.},
  keywords = {城市高速道路 异常交通状态 交通信息 驾驶员行为}
}

@ARTICLE{朱山江2006,
  author = {朱山江},
  title = {对智能驾驶员模型的改进及其应用},
  journal = {中南公路工程},
  year = {2006},
  volume = {31},
  pages = {135-138},
  number = {3},
  abstract = {传统的跟驰模型在自由流附近不能得到车辆以自由流速度行驶的结论,分段描述的模型解决了这个问题,却破坏了模型的统一性和简单性.智能驾驶员模型(IDM)能够以较少的参数和统一的形式描述从自由流到拥堵流的车辆行为.然而IDM模型在期望距离非负和反应时间问题上存在缺陷,改进了这2点不足.并在分析模型特性的基础上采用北京实测数据,标定了该模型,并应用这个模型研究了快速路出口车队遇到下游信号灯路口后排队和拥堵的...},
  keywords = {跟驰理论 智能驾驶员模型 期望间距}
}

@PHDTHESIS{李俊韬2002,
  author = {李俊韬},
  title = {汽车驾驶员操作特性考核仿真系统的研究},
  year = {2002},
  abstract = {该文围绕汽车驾驶员操作特性考核仿真系统进行了以下研究:1.通过对国内外汽车驾驶员操作特性的考核方法进行分析,探讨了建立汽车驾驶员考核仿真系统的必要性.2.为了建立仿真系统,该文根据发动机特性数学模型、汽车运动模型、驾驶员离合器操作模型、汽车驾驶换档工况最佳操作模式、汽车制动过程分析、汽车方向控制模型,以及汽车驾驶员考核仿真系统中诊断程序的数值概率分析方法,建立了汽车驾驶员操作特性考核仿真系统.3....},
  keywords = {汽车驾驶员 操作特性 仿真系统}
}

@ARTICLE{李兴泉2006,
  author = {李兴泉},
  title = {汽车方向控制驾驶员模型},
  journal = {重庆大学学报（自然科学版）},
  year = {2006},
  volume = {29},
  number = {4},
  abstract = {建立合适的汽车方向控制驾驶员模型是人-车-路闭环系统最重要的环节之一.目前在传递函数、最优控制的基础上建立了补偿模型、预瞄补偿跟踪模型、预瞄最优曲率跟随模型等,但由于驾驶员驾驶特性的非线性、时变性等特征,上述模型很难模拟驾驶员实际操纵行为.考虑到驾驶员的操纵特性,运用智能控制理论,基于模糊控制、神经网络及这两者的结合,建立相应的驾驶员模型可以更加接近驾驶员实际的驾驶行为.},
  keywords = {驾驶员模型 模糊控制 神经网络 模糊-神经网络}
}

@MASTERSTHESIS{李勇2008,
  author = {李勇},
  title = {微观交通仿真中的驾驶员模型研究},
  school = {西南交通大学},
  year = {2008},
  address = {成都},
  abstract = {驾驶员模型对交通安全、交通管理和通行能力等方面的研究评估都有着重要的意义。本文以构造能准确描述城市交通车辆行驶特性的驾驶员模型为最终目标，对驾驶员驾驶行为展开研究，建立并实现了完整的驾驶员模型。
	本文依托成都市科技攻关计划项目“面向交通安全的客运车辆驾驶仿真培训系统的研发”，将人车分离，视驾驶员作为虚拟交通环境中的具有人工生命特征的实体看待，充分考虑驾驶员的个体特性，建立了安全距离跟驰模...},
  keywords = {驾驶员模型 车辆驾驶培训 仿真培训系统}
}

@ARTICLE{李启朗2006,
  author = {李启朗},
  title = {驾驶员的驾驶特性对交通流的影响},
  journal = {广西科学},
  year = {2006},
  volume = {13},
  pages = {27-30},
  number = {1},
  abstract = {在单车道元胞自动机交通流NS模型基础上,通过引入不同的刹车概率来反映不同驾驶员的驾驶特性,并在周期边界条件下,对由激进驾驶车辆和谨慎驾驶车辆构成的混合交通流进行模拟.结果表明,在有谨慎驾驶车辆构成的交通流的临界密度以前,混合交通流的流量完全由谨慎驾驶员的特性决定;在谨慎驾驶车辆交通流临界密度以后,混合交通流的流量介于只有激进驾驶车辆和只有谨慎驾驶车辆的流量之间,小于完全是谨慎驾驶车辆流量和完全是激...},
  keywords = {交通流 NS模型 驾驶员 驾驶特性 刹车概率}
}

@MASTERSTHESIS{李娅2009,
  author = {李娅},
  title = {基于驾驶员视觉特性的指路标志设置方法研究},
  school = {东南大学},
  year = {2009},
  address = {南京},
  abstract = {指路标志作为交通标志中的一种，是用来向道路使用者提供沿途途经的地名、方向和距离，或与之相交的道路、著名地点、服务区等内容的安全设施，它保证道路使用者能够快速、准确地到达目的地，是正确引导交通流的信息载体，保证了道路安全畅通。因此，科学、合理的设置指路标志对驾驶员全面了解各条道路的通达地点，并迅速准确的到达目的地具有重要意义。
	本文首先从自然环境、交通环境、驾驶员属性和指路标志属性四个方面...},
  keywords = {驾驶员 视觉特性 指路标志 光照条件 车辆行驶速度 驾驶经验 标志信息量}
}

@PHDTHESIS{李谦2003,
  author = {李谦},
  title = {汽车方向与速度综合控制的驾驶员行为特性建模},
  school = {吉林大学},
  year = {2003},
  address = {吉林},
  abstract = {该文使用29自由度汽车模型进行验证计算,并对最优预瞄加速度决策模型存在的问题加以修正.在此基础上,该文的主要工作围绕控制校正环节展开,依据线性化假说,设计一个辨识环节,以获得各个工况下,汽车转向系统和动力传动系统的动力学特性,进而建立相应的状态方程.应用辨识所得的状态方程,建立一套H<,∞>控制算法,计算当前汽车应当采用的方向盘转角和油门踏板开度,使汽车实际输出的加速度向量与跟踪决策环节所提供的最...},
  keywords = {汽车 预瞄加速度模型 转向系统 传动系统 动力学特性 H<,∞>控制 驾驶员建模}
}

@PHDTHESIS{李谦1999,
  author = {李谦},
  title = {汽车速度与方向综合控制的驾驶员模型},
  year = {1999},
  abstract = {随着交通安全问题的日益严重,人们对作为汽车主动安全性之一的操纵稳定性的闭环研究不断深入.同时,智能化交通系统(ITS)和智能化车辆也开始走向实用化.而闭环操纵稳定性、智能化交通系统以及智能化车辆的研究,都要求能够对驾驶员的行为特点进行准确的描述.该文根据这一特点,在最优预瞄加速度决向模型的基础上,建立一种驾驶员方向与速度综合控制模型.首先,该文分别给出汽车预期行驶状态下不同提出方法,并对其特点加以...},
  keywords = {汽车速度 操纵稳定性 闭环 驾驶员模型 方向控制}
}

@PHDTHESIS{杜春梅2001,
  author = {杜春梅},
  title = {驾驶员行为特性及驾驶员模型研究},
  year = {2001},
  abstract = {该文围绕人-车-路闭环系统中的驾驶员行为特性讨论了三方面的问题.第一是驾驶适应性问题,该文根据评判驾驶员驾驶适应性的特点,采用模糊数学与聚类分析相结合的模糊聚类分析方法,并与模糊综合评判相匹配,对评判驾驶员驾驶适应性问题进行了研究.另外该文将神经网络技术与模糊逻辑相结合,建立了一能依据所测驾驶员的心理、生理参数对驾驶员的驾驶适应性进行综合评判的模糊神经综合测评系统.第二是驾驶行为的认知心理学机制问...},
  keywords = {驾驶员 驾驶适应性 模糊聚类 认知心理学 定性仿真 驾驶员模型}
}

@ARTICLE{杨新月2007,
  author = {杨新月},
  title = {驾驶员行为仿真模型研究进展},
  journal = {山东理工大学学报（自然科学版）},
  year = {2007},
  volume = {21},
  number = {1},
  abstract = {着重从驾驶行为分析的角度出发,回顾了以往构建于控制论思想之上的车辆跟驰模型,特别是其中与人因素有关的GHR模型、碰撞避免模型、AP模型、基于模糊逻辑的模型、基于神经网络的模型、期望间距模型等,对各模型的构建理论和主要优缺点进行了详细阐述,从整体上揭示了上述模型构建过程中所忽视的用于刻画驾驶行为可变性特点的一些关键性问题,并结合当今交通领域最新的研究成果分别从应用领域专门化、研究手段多样化、研究层次...},
  keywords = {驾驶员行为 微观仿真 车辆跟驰 现代交通流理论 智能运输系统}
}

@MASTERSTHESIS{杨新月2006,
  author = {杨新月},
  title = {基于认知活动链的驾驶员行为建模及仿真},
  school = {山东理工大学},
  year = {2006},
  address = {山东},
  abstract = {智能运输系统(Intelligent'IYansportation Systems,ITS)是一个融人－车－路－环境(交通四要素)为一体的开放、随机巨系统。它的许多子系统,如先进的交通管理系统、先进的出行者信息系统、先进的车辆控制与安全系统等,都与人一车单元直接相关,以车辆运行构成的交通流为主要研究对象。其中,先进的车辆控制与安全系统又称为汽车智能驾驶系统,包括汽车智能辅助驾驶系统和汽车智能自动驾...},
  keywords = {驾驶员行为 综合认知 多源信息融合 建模仿真 交通流 智能运输系统}
}

@MASTERSTHESIS{武睿2008,
  author = {武睿},
  title = {基于驾驶人眼部运动特征的交通标志视认性研究},
  school = {东南大圩},
  year = {2008},
  address = {南京},
  abstract = {在世界各国,交通标志一直是一个热点研究问题,然而目前对交通标志的研究大多还局限在对标志外观尺寸、颜色搭配以及设施结构、材料等方面,较少有从驾驶人在驾驶过程中的特征如眼部运动特征出发,研究驾驶人对交通标志的视认性。驾驶人的眼部运动特征如：眼睑闭合状态、对目标的注视次数、注视时间等是驾驶人注意力的线索,能够很好地反映驾驶人与自身所处驾驶环境(车内、车外)的互动关系,以及反映驾驶人的内在生理、心理状态。...},
  keywords = {交通管理 交通标志 标志视认 交通心理学}
}

@MISC{毛恩荣1997,
  author = {毛恩荣},
  title = {机动车驾驶员反应特性与行车安全性的关系},
  year = {1997},
  keywords = {行车安全 驾驶员反应特性}
}

@ARTICLE{王家波2001,
  author = {王家波},
  title = {汽车驾驶员模型},
  journal = {人类工效学},
  year = {2001},
  volume = {7},
  pages = {64-67},
  number = {1},
  abstract = {汽车驾驶员模型是研究人-车-环境系统中重要的一部分，文章在以前研究的基础上提出了一种符合人的特性的驾驶员PID模型，并进行了仿真计算，结果表明该模型与实际有较好的一致性。},
  keywords = {操作稳定性 驾驶员 PID控制}
}

@ARTICLE{王晓原2008,
  author = {王晓原},
  title = {基于决策树的驾驶行为决策机制研究},
  journal = {系统仿真学报},
  year = {2008},
  volume = {20},
  pages = {415-419},
  number = {2},
  abstract = {驾驶决策过程中,驾驶行为常受到人、车,路,环境等多源信息的刺激和影响.由于作息处理能力有限,驾驶员对多源信息无法同时实现知识获取与表示,以致有时不能准确、快速地进行驾驶决策,易引发交通事故.文章利用决策树能融知识表示与获取于一身的优点,将决策树用于不高驾驶行为决策机制的研究,以实现对驾驶员行为的模拟再现.仿真结果表明,用决策树构建军的驾驶决策识别模型有较高的推理速度,能实时.准确地识别当前的驾驶行...},
  keywords = {驾驶员行为 决策机制 决策树 信息熵 分类规则 交通流 智能运输系统(ITS)}
}

@ARTICLE{王晓原2007,
  author = {王晓原},
  title = {基于灰关联熵理论的驾驶决策影响因子研究},
  journal = {中国安全科学学报},
  year = {2007},
  volume = {17},
  number = {5},
  abstract = {针对道路交通系统数据采集难度大、灰度大、无典型分布等特点,采用多种数据采集设备采获数据,运用灰关联熵分析法重点对来自道路、环境的驾驶决策主影响因子进行了榨取和排序.仿真结果表明,该方法客观、定量,能克服目前人们以主观、定性分析为主的缺点,避免了多因子多重共线关系所引起的信息重叠及其对仿真过程的干扰,为自动驾驶系统的仿真和实现提供了理论基础和可行性依据.},
  keywords = {驾驶员行为 驾驶决策 主影响因子 灰关联熵分析法 交通流 智能运输系统(ITS)}
}

@ARTICLE{王晓原2007a,
  author = {王晓原},
  title = {基于认知活动链的驾驶行为协调仿真模型},
  journal = {西南交通大学学报},
  year = {2007},
  volume = {42},
  number = {2},
  abstract = {为向车辆控制系统和智能车辆的发展提供理论参考,用主成分分析法确定多源信息对驾驶员行为决策的影响系数,用模糊积分融合算法获得驾驶员任务集聚后车辆的运行模式,并按照认知活动链将该模糊积分融合算法与跟驰模型相结合,构建了基于认知活动链的驾驶员行为协调仿真模型.此外,采用五轮仪实验系统对淄博市张周路某路段的交通流数据进行了采集,用实测数据验证了模型的有效性.},
  keywords = {驾驶员行为 多源信息融合 车辆跟驰模型 任务集聚}
}

@ARTICLE{王晓原2006,
  author = {王晓原},
  title = {驾驶员多源信息融合协同仿真算法研究},
  journal = {计算机工程与应用},
  year = {2006},
  volume = {42},
  number = {24},
  abstract = {交通仿真是交通控制与管理方案评价和优化的重要实验研究手段.传统的微观交通仿真模型,特别是刻画驾驶员行为的车辆跟驰模型,未能综合考虑交通环境中信息刺激的多源性和驾驶员任务集聚、协调反应的行为过程.文章利用Bayes方法描述驾驶员在复杂行驶环境中多源信息的融合过程,确定驾驶员任务集聚后对车辆应采取的驾驶行为.模型验证表明:交通仿真过程中,在车辆跟驰模型实施之前,利用Bayes算法模型化驾驶员在多源信息...},
  keywords = {驾驶员行为 多源信息融合 任务集聚 协同仿真}
}

@MASTERSTHESIS{王晶2008,
  author = {王晶},
  title = {基于驾驶员性别的城市快速路跟驰模型研究},
  school = {北京工业大学},
  year = {2008},
  address = {北京},
  abstract = {驾驶员是交通系统中的主体因素,在交通系统整体性能及各ITS子系统功能的实现中起着主导作用。车辆跟驰模型是从交通流的基本元素--人车单元运动与相互作用的层次上分析交通流微观特性,对交通安全、交通管理、通行能力、服务水平等方面的分析都有着重要的意义。车辆跟驰行为的研究与交通环境、交通流构成、驾驶员心理特性等方面都有关系。本文主要是以驾驶员的性别为基础,对车辆跟驰行为进行了细致分析。
	本文首先...},
  keywords = {驾驶员性别 跟驰模型 反应时间 城市快速路}
}

@ARTICLE{王欣2008,
  author = {王欣},
  title = {基于驾驶行为共性建模的速度-密度关系研究},
  journal = {公路交通科技},
  year = {2008},
  volume = {25},
  pages = {116-120},
  number = {9},
  abstract = {为了能对车流的速度-密度关系进行准确描述及对现实交通中的速度陡降现象进行解释,首先提取出驾驶行为共性:(1)驾驶员利用与渴望车速对应的心理车头间距来判断前方的交通流状况;(2)驾驶行为中加速或减速行为是驾驶员根据前车传递的交通信息和自己对此信,包的时间和空间理解来进行的,并且以回波速度向后传递.此后,在对这些驾驶共性进行数学描述的基础上建立一种以车头间距和驾驶员反应时间等为参数的回波速度和速度-密...},
  keywords = {交通工程 速度-密度关系 数值模拟 速度陡降 回波速度 驾驶行为}
}

@ARTICLE{王玉海2006,
  author = {王玉海},
  title = {驾驶员意图与行驶环境的统一识别及实时算法},
  journal = {机械工程学报},
  year = {2006},
  volume = {42},
  number = {4},
  abstract = {针对以往意图识别存在的问题,根据车辆运行过程中的动力学特性,定义了平直道路匀速运动的平衡节气门开度和相对节气门开度,并在此基础上分析了驾驶员期望加速特性,给出了相互关联的五个分类以及各个分类下的换挡操作特征.分析表明,行驶环境在换挡过程中可以等效为驾驶员期望加速特性,从而提出了驾驶员意图与行驶环境的统一识别方法.根据相应的实车试验数据和经验收集,制定了模糊推理规则库,建立了多输入单输出的模糊推理模...},
  keywords = {驾驶员意图 行驶环境 驾驶员期望加速特性 模糊推理 单片机控制}
}

@ARTICLE{王雷2007,
  author = {王雷},
  title = {面向驾驶员行为研究的基础理论——多源信息融合算法综述},
  journal = {交通标准化},
  year = {2007},
  number = {1},
  abstract = {驾驶员行为的研究是智能运输系统,特别是其先进的车辆控制系统仿真、研智能车辆领域中基于多源信息融合的驾驶员行为研究较为罕见.因此应从人机控制观点出发,应用模糊逻辑、非参数统计等理论以及智能协同技术,对驾驶员任务集聚、协同反应过程,特别是多源信息融合、人机协同效能在不同路网环境中的实现等建模关键理论与方法进行研究,建立驾驶员微观协同仿真模型.这是智能化交通控制与管理系统开发和实现的关键技术,对提高交通...},
  keywords = {多源信息融合 驾驶员行为 智能交通 协同仿真}
}

@ARTICLE{王雷2006,
  author = {王雷},
  title = {基于多源信息融合的驾驶员行为协同仿真算法},
  journal = {交通运输系统工程与信息},
  year = {2006},
  volume = {6},
  number = {1},
  abstract = {交通仿真是交通控制与管理方案评价和优化的重要研究手段.传统的微观交通仿真模型,特别是刻画驾驶员行为的车辆跟驰模型,未能综合考虑交通环境中信息刺激的多源性和驾驶员任务集聚、协调反应的行为过程.本文利用Bayes方法和模糊积分方法描述驾驶员在复杂行驶环境中多源信息的融合过程,确定驾驶员任务集聚后对车辆应采取的驾驶行为.模型验证表明:交通仿真过程中,在车辆跟驰模型实施之前,利用Bayes算法和模糊积分算...},
  keywords = {驾驶员行为 多源信息融合 任务集聚 协同仿真}
}

@PHDTHESIS{王雷2006a,
  author = {王雷},
  title = {基于多源信息融合的驾驶员跟车行为研究},
  year = {2006},
  abstract = {驾驶员行为仿真模型可以再现各种道路、交通条件下交通流的实际动态行为，反映网络中单个车辆运行的随机特性及不同驾驶员组在车辆跟驰、车道变换等方面的个人偏好.该研究不仅日益成为交通运输系统仿真研究的理论基础和关键环节，也是交通运输领域以及目前广泛开展的智能运输系统(ITS)开发、研究的重要手段.传统的驾驶员行为模型研究主要集中于跟车行为模型的研究且大都未综合考虑交通环境中信息刺激的多源性和驾驶员任务集聚...},
  keywords = {多源信息融合算法 跟车行为模型 驾驶员 非参数验证 智能交通}
}

@ARTICLE{白志强2003,
  author = {白志强},
  title = {用于汽车驾驶员考核的模糊综合评价方法},
  journal = {吉林大学学报(工学版)},
  year = {2003},
  volume = {33},
  number = {1},
  abstract = {在驾驶员操纵特性实验的基础上,通过建立模糊综合评价模型确定了相关因素隶属函数,从驾驶员的错误操作点、考核要求的操作点、行驶的轨迹曲线、操作所用的时间、操作完成否5个方面建立了汽车驾驶员考核模糊综合评价软件,并对该评价方法进行了探讨.},
  keywords = {模糊综合评价 驾驶员考核系统 隶属函数}
}

@PHDTHESIS{祝会兵2008,
  author = {祝会兵},
  title = {基于驾驶行为细致分析的交通流建模和模拟},
  school = {上海大学},
  year = {2008},
  address = {上海},
  abstract = {交通科学基础研究的目的是建立交通流模型，通过分析和仿真，发现制约交通系统的基本规律和内在机理，用以指导交通工程实践。本文的工作旨在研究道路交通流理论的若干前沿性问题，在综合分析各种现有的交通流模型的基础上，提出更为符合实际的模型，并通过理论分析和数值模拟，探索交通系统中的各种非线性现象。全文的主要工作如下：
	一.基于NaSch元胞自动机模型，考虑局部密度和司机的延迟反应对随机减速概率的影...},
  keywords = {驾驶行为 交通流建模 非线性动力学 NaSch元胞自动机 数值模拟 改进跟驰模型}
}

@ARTICLE{管欣2004,
  author = {管欣},
  title = {基于驾驶员行为模拟的ACC控制算法},
  journal = {汽车工程},
  year = {2004},
  volume = {26},
  number = {2},
  abstract = {基于驾驶员最优预瞄加速度模型建立了一种适用于多种典型行驶工况的ACC控制算法.该算法采用基于多目标模糊决策方法的驾驶安全性、工效性、轻便性与合法性评价指标以及基于预瞄跟随理论的微分校正函数,描述了ACC控制系统对自由工况、跟随工况和切入工况等不同行驶条件及汽车动力学系统强非线性特性的考虑.},
  keywords = {驾驶员行为模拟 自适应巡航控制}
}

@ARTICLE{管欣2003,
  author = {管欣},
  title = {驾驶员稳态预瞄动态校正假说},
  journal = {汽车工程},
  year = {2003},
  volume = {25},
  number = {3},
  abstract = {针对汽车运动学和动力学自身的特点及驾驶员对其的理解和认识,基于预瞄跟随理论和预测控制理论,在驾驶员行为建模中作出了汽车运动学和动力学特性的分隔处理,提出了驾驶员稳态预瞄动态校正假说,并结合仿真计算和驾驶模拟器实验论证了假说的合理性和有效性.},
  keywords = {驾驶员 稳态预瞄 动态较正 假说}
}

@MASTERSTHESIS{范红静2008,
  author = {范红静},
  title = {驾驶员动态视觉特性及对交叉口通行能力的影响研究},
  school = {东南大学},
  year = {2008},
  address = {南京},
  abstract = {驾驶员是道路交通的主要参与者，是影响道路交通安全的首要因素。视觉系统是驾驶员信息输入最重要的感觉器官，因此驾驶员视觉特性与驾驶员的行为特性有密切关系。驾驶员的动态视觉特性与道路交通环境中的众多因素有关。国内对驾驶员动态视觉特性的研究主要是对交通标志的视觉搜索行为研究，试验在试验场上进行，缺乏对真实道路交通环境下驾驶员动态视觉特性的研究。
	论文在对国内外驾驶员动态视觉特性及相关研究理论分析...},
  keywords = {驾驶员 动态视觉特性 交通流量 交叉口 通行能力}
}

@ARTICLE{葛志浩2007,
  author = {葛志浩},
  title = {驾驶员模型随机性研究与仿真},
  journal = {系统仿真学报},
  year = {2007},
  volume = {19},
  number = {2},
  abstract = {通过系统辨识求取驾驶员频率特性,对已知结构的驾驶员模型,采用模型参数辨识的最小二乘法计算驾驶员操纵行为参数.并进行统计分析,研究驾驶员操纵行为参数随机性存在的规律.提出了基于对数正态分布与截尾正态分布的随机变量的建模方法,验证了模型的准确性.推导出了服从对数正态分布与截尾正态分布随机数的产生方法,并对随机驾驶员模型进行仿真.},
  keywords = {随机性模型 概率分布 随机数 驾驶员模型}
}

@PHDTHESIS{薛晶2008,
  author = {薛晶},
  title = {驾驶员视觉特征与驾驶安全的关系研究},
  year = {2008},
  abstract = {驾驶员获得道路信息的主要来源是视觉。研究驾驶员的视觉特征及其变化规律,对于预防交通事故具有现实意义。本文分析驾驶员的视觉基本特性,视觉与驾驶控制的基本关系，并针对特定路段进行驾驶行为的视频记录和分析，探讨驾驶员视觉特征与驾驶安全的关系。试验中对驾驶员视觉角度进行标定，测得驾驶员的视野范围，驾驶员通过减速标志牌的车速、注视标志牌的反应时间以及视认距离，从而得出各参数之间的基本关系规律。道路试验结果表...},
  keywords = {驾驶员 视觉特性 驾驶安全 视频记录 驾驶控制 视觉识别}
}

@PHDTHESIS{袁洁2006,
  author = {袁洁},
  title = {高等级公路驾驶员视认知反应时特性的研究},
  year = {2006},
  abstract = {本论文从交通事故致因理论的分析中发现，驾驶员的视认性是影响交通安全的一个重要因素。本文通过使用工程心理学上的动视力、反应时等研究方法和仪器设备，实验室和模拟驾驶实验，分析驾驶员视认知特性和反应时之间的内在规律，从而找到有关道路标志设置、视距设计中参数取值的依据，对道路交通安全的改善做出一些贡献。
	本文设计了不同车速下的动视力、动视野、信号期望反应、场独立性、跟车实验、综合驾驶任务等不同的...},
  keywords = {高等级公路 驾驶员 视认知特性 道路标志 视距设计}
}

@ARTICLE{裴玉龙2009,
  author = {裴玉龙},
  title = {车道变换进程中驾驶员视点转移特性研究},
  journal = {交通信息与安全},
  year = {2009},
  volume = {27},
  pages = {92-95},
  number = {2},
  abstract = {针对车道变换进程中驾驶员视点转移数据较少的问题,设计了实际跟车数据采集方案,以哈尔滨市小客车和大客车驾驶员作为观察对象,拍摄记录了他们在车道变换进程中的视点变换情况,如注视时间及注视点变化等数据.筛选759次车道变换数据作为有效样本,着重分析了驾驶员各视点停留概率和两视点之间转移概率的分布规律,得到驾驶员在车道变换进程中的注意力分配特性,为制定驾驶员车道变换操作准则和开发车道变换预警系统等研究奠定...},
  keywords = {车道变换 驾驶员 注视 视点转移}
}

@ARTICLE{詹军2005,
  author = {詹军},
  title = {基于驾驶员特征的汽车自适应巡航控制研究},
  journal = {汽车工程},
  year = {2005},
  volume = {27},
  number = {3},
  abstract = {汽车自适应巡航控制系统(ACC)是当前汽车驾驶员辅助系统研究中的热点课题之一.在介绍ACC原理和对驾驶员行为特征进行分析的基础上,建立了2自由度ACC控制模型,并对模型跟随前车和前车切入情况进行了模拟分析.},
  keywords = {驾驶员行为特征 自适应巡航控制 模拟}
}

@PHDTHESIS{詹前进2008,
  author = {詹前进},
  title = {理论运行车速预测模型的关键技术问题研究},
  year = {2008},
  abstract = {公路建设发展迅猛，行车安全问题日益严峻，其中影响行车安全的一个重要因素的就是公路的线形设计问题，公路线形必须符合汽车行驶特性的要求，应注重连续性、均衡性和协调性线形设计原则，保证行车安全。而影响公路线形设计的最主要因素就是车速预测问题。
	正是由于存在这个问题，因此本文提出了理论运行车速的概念以及其在公路线形设计中应用的方法。理论运行车速是指在良好的气候条件和自由流交通条件下，汽车行驶只受...},
  keywords = {公路建设 线形设计 车速预测 平纵组合模型 汽车动力性 驾驶员行为}
}

@ARTICLE{许娟2004,
  author = {许娟},
  title = {信息和诱导对驾驶员径路选择行为的影响研究},
  journal = {内蒙古科技与经济},
  year = {2004},
  number = {11},
  abstract = {对于信息和诱导对驾驶员径路选择行为的研究,国外主要采用交通仿真软件、建立模拟系统和采用RP和SP方法调查驾驶员在信息和诱导条件下的径路选择行为,将得到的数据加以统计,分析驾驶员行为.而国内的学者着重分析驾驶员的选择行为,并针对事故条件下和信息条件下驾驶员的径路选择行为进行分析.本文根据信息和径路诱导系统的发展,总结出了今后的研究中有待解决的问题.},
  keywords = {信息服务 径路诱导 驾驶员行为}
}

@ARTICLE{许骏2008,
  author = {许骏},
  title = {基于Markov决策过程的驾驶员行为模型},
  journal = {汽车工程},
  year = {2008},
  volume = {30},
  pages = {14-16},
  number = {1},
  abstract = {将驾驶员-汽车看作统一的人机系统,利用驾驶员驾驶过程的本质是决策过程的性质,通过确定系统的决策时刻、决策报酬、状态转移速率和概率、抽象驾驶员的行为集合等建立了基于Markov决策过程的驾驶员行为模型,最后对所建模型进行了计算机仿真.},
  keywords = {驾驶员行为 Markov决策过程 模型 人机系统}
}

@ARTICLE{赖俊科2008,
  author = {赖俊科},
  title = {图像式汽车行驶记录仪在交通冲突成因分析中的应用},
  journal = {中国农业大学学报},
  year = {2008},
  volume = {13},
  number = {5},
  abstract = {针对传统交通事故分析方法评价周期长、评价结果不准确的问题,建立一种分析交通冲突成因的新方法.在北京50辆出租车上安装图像式汽车行驶记录仪(VDR),开展为期1
	a的交通冲突调查.利用VDR收集的真实道路环境下的交通冲突数据,建立定量化冲突评价体系,并对交通冲突发生过程和原因进行分析.结果表明:利用VDR、定量化冲突评价体系及事故树分析法得到的分析结果能真实反映冲突发生过程中驾驶员的认知、判断、操作...},
  keywords = {汽车行驶记录仪 交通冲突 交通事故 驾驶员行为 成因分析}
}

@PHDTHESIS{邝华2004,
  author = {邝华},
  title = {混合车辆元胞自动机交通流模型的研究},
  year = {2004},
  university = {广西师范大学}
}

@ARTICLE{邱凌云2005,
  author = {邱凌云},
  title = {基于Agent的驾驶员-车辆建模研究与实现},
  journal = {计算机仿真},
  year = {2005},
  volume = {22},
  pages = {222-225},
  number = {11},
  abstract = {微观交通仿真技术是解决城市交通网络拥塞问题的有效工具.在各种交通元素中,驾驶员-车辆单元是交通流的主体.该文通过对交通流中驾驶员、车辆特性的分析,将驾驶员和车辆视为一个整体,并基于Agent理论对之进行建模.文中详细分析了Agent的生成和路径搜索及选择算法,研究了Agent的跟驰、换道和挤占道等行为.该文最后介绍了基于Agent模型建立的一种微观交通仿真器,并在该仿真器上进行仿真实验.结果表明该...},
  keywords = {微观交通仿真 驾驶员-车辆智能体 行为模型}
}

@PHDTHESIS{邵海鹏2003,
  author = {邵海鹏},
  title = {公路仿真系统中驾驶员模型研究},
  year = {2003},
  abstract = {公路仿真技术是集成了公路、汽车、驾驶员行为、信息技术、控制技术等各种先进复杂的技术于一体的仿真手段,对道路线形方案的评价具有深刻的意义.该文是仿真技术的一个重要部分,在预瞄轨迹线的理论基础上建立了驾驶员方向控制模型;方向控制中引入了大地坐标作为参照系,使驾驶员模型和道路线形特征结合更加紧密;利用汽车转向特性导出驾驶员方向盘转角变化规律;利用驾驶员预瞄策略进行轨迹的控制.速度控制模型中,结合道路几何...},
  keywords = {公路仿真 驾驶员模型 轨迹预瞄 线形 速度控制 加速度}
}

@ARTICLE{阎莹2008,
  author = {阎莹},
  title = {不同交通流状态下驾驶员心理生理特性研究},
  journal = {同济大学学报（自然科学版）},
  year = {2008},
  volume = {36},
  number = {10},
  abstract = {采用动态心电仪和地理信息系统(GPS)对高速公路不同交通流状况下驾驶员心率和车速进行行车实验测试,通过运用医学、心生理学、交通流等理论,分析结果发现:高速公路平直路段自由流条件下车速超过100
	km·h-1时,心率增长率与车速呈线性增长关系;非自由流条件下超车等驾驶行为对驾驶心理影响显著,心率平均增长率较自由流条件下高.确定心率增长率32%为驾驶员心理紧张的生理评价标准,42%为行车中应避免的心理...},
  keywords = {交通安全 驾驶员 交通流 车速 心率增长率 心理生理}
}

@ARTICLE{雷丽2003,
  author = {雷丽},
  title = {交通流的一维元胞自动机敏感驾驶模型},
  journal = {物理学报},
  year = {2003},
  volume = {52},
  pages = {2121-2125},
  number = {9},
  abstract = {在一维交通流元胞自动机NaSch模型的基础上,优先考虑驾驶员的不确定性敏感预期行为,将随机延迟过程放在确定性减速之前,从而建立一种新的一维元胞自动机交通流模型:敏感驾驶模型
	(简称SDNaSch模型),并根据所给出的车辆状态演化的并行更新规则作了数值模拟,模拟得到的基本图表明,与NaSch模型相比,道路交通量有较大提高,接近于实测数据,说明新模型能更贴切地描述交通现象;某些密度区域流量出现两个分支...},
  keywords = {交通流 元胞自动机模型 亚稳态 相分离 交通相变}
}

@MISC{马艳2008,
  author = {马艳},
  title = {驾驶员交通心理划分与个性化训练研究},
  year = {2008},
  abstract = {文章从心理测评角度，构建起驾驶员一般心理的立体型“三维结构”，并通过探索驾驶员心理特性、驾驶行为过程与驾驶职业安全特性之间的关联性，全面区分出驾驶员的心理类型，从而为提高驾驶员素质提供理论依据与技术指导。通过因人施教，有针对性开展驾驶培训与继续教育，提高驾驶员的事故预防能力，从驾驶心理和驾驶操作上控制驾驶员的不安全行为的产生。},
  keywords = {驾驶员 心理机制 驾驶行为过程 个性化训练 事故预防能力}
}

@ARTICLE{魏朗2005,
  author = {魏朗},
  title = {驾驶员道路认知特性模型},
  journal = {交通运输工程学报},
  year = {2005},
  volume = {5},
  number = {4},
  abstract = {为了提供驾驶员车速控制模式建模所需的试验数据依据和评语隶属函数,采用模糊集合原理和模糊统计试验分析方法,研究了车辆驾驶员对道路结构和交通环境因素的安全性认知与评价思维过程.在实测226处国道二级公路典型路段道路结构数据基础上,根据对131处路段样本评价试验后得到的1
	785组有效"专家"认知评语数据,得出了基于0.2-截集的各认知评语非零集和基于0.8-截集的各认知评语确定集,建立了车辆驾驶员对国...},
  keywords = {交通安全 驾驶员 安全性认知 模糊统计试验}
}

@ARTICLE{黄创新2008,
  author = {黄创新},
  title = {基于ARX模型的汽车模拟器驾驶员行为状态识别},
  journal = {交通科技与经济},
  year = {2008},
  volume = {10},
  number = {2},
  abstract = {驾驶员行为状态的识别对机动车驾驶的安全性有很重要的意义.采用汽车方向盘角度α作为输入,汽车偏离路面车道中心线的垂直位移S作为输出来建立模型,并观察模型参数(自然频率和阻尼比)的变化规律,用于判断驾驶员是否处于疲劳状态.同时,用疲劳时位移序列S的方差会不断变大来验证上述方法的正确性.},
  keywords = {驾驶员行为状态 汽车模拟器 驾驶疲劳 ARX模型}
}

@ARTICLE{黄强2006,
  author = {黄强},
  title = {汽车控制系统开发的仿真支持技术},
  journal = {系统仿真学报},
  year = {2006},
  volume = {18},
  number = {8},
  abstract = {通过应用仿真技术为汽车控制系统的开发提供技术支持以解决汽车控制系统在测试与评估阶段遇到的问题.文章阐述了汽车动态模型、交通环境模拟模型及其集成的图形化仿真软件的研究开发.所开发的汽车动态模型包括了牵引力模型、传动系统模型和制动系统模型.交通环境模拟模型包括交通流量模拟模型和驾驶员行为模拟模型.集成的模拟软件系统能为汽车控制系统如自适应定速巡航系统的开发提供完整的模拟仿真环境.},
  keywords = {汽车动态模型 嵌入式系统 汽车仿真模型 交通环境仿真模型 驾驶员行为模型 vehicle dynamics embedded systems
	vehicle simulation model traffic flow model driver behavior model}
}

@MISC{2004,
  title = {DRIVER AND VEHICLE SIMULATION, HUMAN PERFORMANCE, AND INFORMATION
	SYSTEMS FOR HIGHWAYS; RAILROAD SAFETY; AND VISUALIZATION IN TRANSPORTATION},
  year = {2004},
  abstract = {This Transportation Research Record contains 23 papers. The papers
	are presented in three parts. Part 1 contains papers on highway-related
	research concerned with driver and vehicle simulation, human performance,
	and information systems for highways. Part 2 contains papers on railroad
	research dealing with safety management, ergonomic survey of railroad
	engineers, and safety rules revision. Part 3 contains papers on visualization
	in transportation.},
  isbn = {0309094917},
  keywords = {Computer simulation Driver communications Driver information systems
	Drivers Enginemen Ergonomics Highway communications Highway signs,
	signals and markings Human factors In vehicle advisory In vehicle
	communications Locomotive engineers Motor vehicle operators Performance
	Railroad safety Regulations Safety management Simulation Traffic
	control devices Traffic information systems Traffic signs and signals
	Traffic signs, signals and markings Transportation planning Vehicles
	Visualisation Visualization},
  pages = {197 p.},
  publisher = {Transportation Research Board}
}

@MISC{2000,
  title = {Human Performance: Driver Behavior, Road Design and Intelligent Transportation
	Systems. Safety and Human Performance},
  year = {2000},
  abstract = {This report will cover the following topics: (1) Cellular telephone
	conversation while driving; (2) effects on driver reaction time and
	subjective mental workload; (3) aggressive driving and road rage
	behaviors on freeways in San Diego, California; (4) spatial and temporal
	analyses of observed and reported variations; (5) attention-based
	model of driver performance in rear-end collisions; (6) findings
	on the approach process between vehicles; (7) implications for collision
	warning; emergence of a cognitive car-following driver model; (8)
	application to rear-end crashes with a stopped lead vehicle; (9)
	response to simulated traffic signals using light-emitting diode
	and incandescent sources; (10) behavioral adaption; and (11) safety,
	and intelligent transportation systems.},
  keywords = {Advanced transport telematics ATT Attitudes Behavior Behaviour Drivers
	Highway signs, signals and markings Human behavior Human factors
	Intelligent transportation systems Intelligent vehicle highway systems
	ITS (Intelligent transportation systems) IVHS Mental attitudes Motor
	vehicle operators Road transport informatics RTI Traffic control
	devices Traffic safety Traffic signs and signals Traffic signs, signals
	and markings Travel behavior},
  pages = {62p}
}

